Systems and methods for optimizing speed and charging profiles for a vehicle

Abstract

A controller is coupled to an electric machine, power electronics, and a battery. The controller's configured to perform operations. The operations include receiving lookahead information regarding a mission of the system. The operations include generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission including a recommended speed for the system and a recommended charging power for the system during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the system. The operations include implementing the joint speed profile charging profile including causing the electric machine to operate such that a speed of the system is at or below the recommended speed, and causing the power electronics to operate such that an amount of power received by the battery is at or below the recommended charging power.

Description

Atty. Dkt. No.: 106389-9508SYSTEMS AND METHODS FOR OPTIMIZING SPEED AND CHARGING PROFILES FOR A VEHICLECROSS-REFERENCE TO RELATED APPLICATION|O0O1] This is a PCT Application which claims the benefit and priority to U. S. Provisional Application No. 63 / 689,421, filed August 30, 2024, titled “SYSTEMS AND METHODS FOR OPTIMIZING SPEED AND CHARGING PROFILES FOR A VEHICLE,” which is incorporated herein by reference in its entirety and for all purposes.FIELD[000 1 The present disclosure relates to systems and methods for optimizing speed and charging profiles for a vehicle.BACKGROUND

[0003] In battery electric vehicle systems, a range of the vehicle system is limited by the amount of electric energy stored by a battery system. Further, a size of the battery system is limited by the gross weight that the vehicle system is capable of carrying. When carrying heavy loads, the stored energy in the battery is sometimes not adequate for completing a mission without charging enroute.SUMMARY[0004| One embodiment relates to a system. The system includes a controller coupled to an electric machine, power electronics, and a battery. The controller includes at least one processor and at least one memory device storing instructions that, when executed by the at least one processor, cause the controller to perform operations. The operations include receiving lookahead information regarding a mission of the system; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile including a speed profile including a recommended speed for the system along the segment of the mission and a charging profile including a recommended-1-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 charging power for the system during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the system; implementing the joint speed profde charging profile including: causing the electric machine to operate such that a speed of the system is at or below the recommended speed; and causing the power electronics to operate such that an amount of power received by the battery is at or below the recommended charging power.[O005| Another embodiment relates to a method. The method includes: receiving lookahead information regarding a mission of a vehicle; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile comprising a speed profile including a recommended speed for the vehicle along the segment of the mission and a charging profile including a recommended charging power for the vehicle during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the vehicle; and implementing the joint speed and charging profile. Implementing the joint speed and charging profile includes: causing an electric machine of the vehicle to operate such that a speed of the vehicle is within a predetermined amount of the recommended speed; and causing power electronics of the vehicle to operate such that an amount of power received by a battery of the vehicle is within the predetermined amount of the recommended charging power.|0006[ Yet another embodiment relates to a non-transitory computer-readable media storing instructions that, when executed by one or more processors of a computing system, cause the one or more processors to perform operations. The operations include: receiving lookahead information regarding a mission of a vehicle; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile comprising a speed profile including a recommended speed for the vehicle along the segment of the mission and a charging profile including a recommended charging power for the vehicle during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the vehicle; and implementing the joint speed and charging profile. Implementing the joint speed and charging profile includes causing an electric machine of the vehicle to operate such that a speed of the vehicle is within a -2-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 predetermined amount of the recommended speed; and causing power electronics of the vehicle to operate such that an amount of power received by a battery of the vehicle is within the predetermined amount of the recommended charging power. Numerous specific details are provided to impart a thorough understanding of embodiments of the subject matter of the present disclosure. The described features of the subject matter of the present disclosure may be combined in any suitable manner in one or more embodiments and / or implementations. In this regard, one or more features of an aspect of the invention may be combined with one or more features of a different aspect of the invention. Moreover, additional features may be recognized in certain embodiments and / or implementations that may not be present in all embodiments or implementations.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] FIG. l is a block diagram of a system, according to an example embodiment.

[0008] FIG. 2 is a block diagram of a controller of the system of FIG. 1, according to an example embodiment.

[0009] FIG. 3 is a block diagram of a remote computing system of the system of FIG. 1, according to an example embodiment.

[0010] FIG. 4 is a flow diagram of a method of developing a model for modeling the system of FIG. 1, according to an example embodiment.]0011[ FIG. 5 is a flow diagram of a method of determining a speed and charging profde for the system of FIG. 1, according to an example embodiment.DETAILED DESCRIPTION|0012] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, computer-readable media, and systems for optimizing speed and charging profiles for a vehicle. Before turning to the Figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present-3-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 disclosure is not limited to the details or methodology set forth in the description or illustrated in the Figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting.

[0013] Various embodiments described herein may include the use of high-power dynamic wireless power transfer (DWPT) technologies. DWPT enables battery electric vehicles (BEVs) to be charged as they are driven. Advantageously, the systems and methods described herein may utilize DWPT to reduce onboard energy storage requirements for a “mission.” In an example embodiment, at least one DWPT may enable wireless transfer of electrical energy (e.g., via electromagnetic induction) to a battery system of a BEV.

[0014] As described herein, a powertrain system may include an electric machine, such as a motor or motor generator. In some embodiments, the powertrain system is a battery electric powertrain having the electric machine and at least one battery. In some embodiments, the powertrain system is a hybrid powertrain having an internal combustion engine, an electric machine, and at least one battery. During operation of the powertrain system, a control system (e.g., a controller) may control operation of the powertrain and / or one or more components or systems thereof.

[0015] In an example embodiment, the control system may facilitate determining a joint vehicle speed profile and charging profile. The vehicle speed profile includes a desired speed for the vehicle during a mission of the vehicle. The charging profile includes an indication of charging times and / or charging locations including, in some embodiments, charging via DWPT. Regarding charging at a stationary charger, the charging locations include stationary charger locations that are within a predefined distance and / or time of route locations for the vehicle. Still referring to charging at a stationary charger, the charging time refers to an estimated amount of time to charge the battery or batteries to a target state of charge value at a stationary charger. The estimated amount of time is based on a power value of the charging station (e.g., an amount of power the charging station provides), the expected state of charge when the vehicle arrives at the charging location, and the target state of charge value. More specifically, the estimated amount of time can be determined using a lookup table or a model-4-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 that relates the change in battery state of charge (e.g., the difference between the expected state of charge and the target state of charge) and the power value of the charging station to the estimated amount of time. Regarding charging via DWPT, the charging locations may include a section of a road that is equipped with DWPT infrastructure. Still referring to charging via DWPT, the charging time refers to an estimated amount of time that the vehicle is traveling along a road that is equipped with DWPT infrastructure. The estimated amount of time is based on an expected speed of the vehicle while traveling along the road that is equipped with DWPT infrastructure and a length of the road that is equipped with DWPT infrastructure.| (Mi l 6] During operation of the powertrain system, the control system may communicate with a remote computing system (e.g., a computing system located remotely from the powertrain). In some embodiments, the remote computing system may receive information from the control system of the powertrain. In some embodiments, remote computing system may control operation of the powertrain (e.g., by sending one or more commands, instructions, etc. to the control system of the powertrain). The remote computing system may be configured to implement any of the methods described herein. For example, the remote computing system may facilitate determining a joint vehicle speed profile and charging profile.{0017| A vehicle speed profile and / or a charging profile is conventionally calculated using an optimization problem that correlates one or more inputs to the vehicle speed profile and / or the charging profile. For example, a conventional optimization problem may correlate charging time, charging location, and vehicle speed to an optimized charging profile. Similarly, a conventional optimization problem may correlate a current battery SOC value to a vehicle speed profile. Advantageously, the systems and methods described herein determine a joint vehicle speed profile and the charging profile that optimizes for both vehicle speed and battery charging that minimizes the total amount of energy spent by the vehicle to achieve an objective. In order to combine the vehicle speed profile and the charging profile, it is necessary to develop a joint optimization problem that correlates several inputs to the joint vehicle speed and charging profile. However, such an optimization problem is computationally complex to solve. As such, determining the joint vehicle speed profile and charging profile using conventional optimization problems may require specialized models or solvers that require large amounts of-5-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 processing power and memory. Additionally, the solving the optimization problem may take a significant amount of time, such as more than one minute, more than one hour, or longer, depending on the amount of processing power available and the type of model or solver used to solve the optimization problem.|0018] Technically and beneficially, the systems and methods described herein address the technical problem by determining the joint vehicle speed profile and charging profile using an improved model that advantageously reduces the amount of processing power required to solve the model. In particular, the improved model includes one or more equations that are nonlinear programming optimization problems. Advantageously, the nonlinear programming optimization problems can be solved in real time or in near real time (e.g., less than one minute, less than one second, etc.), such that the joint vehicle speed profile and charging profile can be updated more quickly to account for dynamic inputs that may change as a function of time, such as traffic conditions, weather conditions (e.g., snowy, rainy, cloudy, etc.), etc. These and other features and benefits are described more fully herein.|0019] Now referring to FIG. 1 a schematic view of a block diagram of a system 100 is shown, according to an example embodiment. The system 100 includes a vehicle 101. In some embodiments, the vehicle 101 may be any type of on-road or off-road vehicle including, but not limited to, wheel-loaders, fork-lift trucks, line-haul trucks, mid-range trucks (e.g., pick-up truck, etc.), sedans, coupes, tanks, and any other type of vehicle.

[0020] The vehicle 101 includes at least one electric machine 102 coupled to at least one battery 106. The system 100 includes a controller 140 (as shown in FIG. 2) and an operator input / output (I / O) device 130, where the controller 140 is communicably coupled to each of the aforementioned components.[00211 The electric machine 102 may be an electric motor, a motor generator, and / or another type of electric machine that is configured to receive and use electrical power (e.g., from the at least one battery 106) to output mechanical power. The electric machine 102 is coupled to the battery 106 such that the electric machine 102 is operable to provide power to and / or receive power from the battery 106. For example, the electric machine 102 may be rotated during a -6-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 regenerative braking process whereby energy captured from braking causes the electric machine 102 to rotate. The electric machine 102 may generate electrical energy from the rotation and provide the generated electrical energy to the battery 106 (e.g., to charge the battery 106). In another example, the electric machine 102 may receive electrical energy from the battery 106 and consume the electrical energy to produce mechanical power.|0022| In some embodiments, the system 100 includes power electronics 108. The power electronics 108 include one or more accessories or other devices configured to control and / or convert electrical power. For example, the power electronics 108 may include a power conversion device, such as an AC to DC rectifier, a DC to AC inverter, a DC to DC converter, an AC to AC converter, or other devices for converting electrical energy. In some embodiments, the power electronics 108 also include one or more devices for receive electrical power. For example, the power electronics 108 may include a wired charging interface (e.g., a connector, a socket, a plug), such as an AC charging interface (e.g., a J1772, Type 1 interface), a DC charging interface (e.g., a CCS1 DC charging interface), or a combination thereof (e.g., a Tesla charging interface). In some embodiments, the include a wireless charging interface, such as an induction coil, that is configured to receive power through electromagnetic induction. The power electronics 108 are used to facilitate charging and discharging the battery 106. In particular, the power electronics 108 are used in charging the battery 106 to a predefined power value. The power value may be measured, for example, in watts, kilowatts, and so on. In some embodiments, the power electronics 108 facilitates discharging the battery 106. For example, the power electronics 108 may facilitate transferring electrical energy from the battery 106 to the electric machine 102. In some embodiments, the power electronics 108 may facilitate transferring electrical energy from the battery 106 to the electric machine 102 at a predefined power value. In other embodiments, the power electronics 108 may facilitate transferring electrical energy from the battery 106 to the electric machine 102 based on a user input, such as a user input at a pedal (e.g., an accelerator).

[0023] In some embodiments, the vehicle 101 includes a transmission 110. The transmission 110 is coupled to the electric machine 102, such that the electric machine rotates the transmission 110 and / or one or more components thereof. The transmission 110 may be-7-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 coupled to one or more downstream components of the vehicle 101, such as at least one wheel 120. As the transmission 110 is rotated by the electric machine 102, the transmission 110 delivers the rotation to the downstream components. For example, the transmission 110 may rotate the wheel 120. In some embodiments, one or more intermediate components, such as a shaft (e.g., drive shaft, output shaft, etc.) couple the transmission 110 to the at least one wheel 120. In some embodiments, the transmission 110 is a multi-speed transmission having a set of gears that are selectively engageable with each other to achieve one of a predefined set of gear ratios. In other embodiments, the transmission 110 is a single speed transmission having a set of gears that are engaged with each other to achieve a single, predefined gear ratio.|0024] The vehicle 101 includes one or more sensors 125. The number, placement, and type of sensors 125 included in the vehicle 101 may vary. The sensors 125 may include a vehicle speed sensor that is configured to acquire data regarding a speed of the vehicle 101 (e.g., based on one or more of a speed of the wheel 120, a speed of the transmission 110, a speed of the electric machine 102, etc ). The sensors 125 may include a vehicle position sensor that is configured to acquire data regarding a location of the vehicle 101, such as a global position system (GPS) sensor that is configured to acquire data regarding a GPS location of the vehicle 101. The sensors 125 may include one or more timing devices, such as a timer or a stopwatch. The sensors 125 may include one or more electric machine sensors configured to acquire data regarding the electric machine 102, such as an output torque, an output speed, and so on. The sensors 125 may include one or more battery sensors configured to acquire data regarding the battery 106, such as a volage, an output current, a battery state of charge (SOC), and so on. It should be understood that the location of the sensors may vary, and the vehicle 101 may include more or fewer sensors than as shown in FIG. 1.(0025] The sensors 125 may be real or virtual (i.e., a non-physical sensor that is structured as program logic in the controller 140 that makes various estimations or determinations). For example, a speed sensor may be a real or virtual sensor arranged to measure or otherwise acquire data, values, or information indicative of a speed of the electric machine 102 (typically expressed in revolutions-per-minute). The sensor is coupled to the electric machine 102 (when structured as a real sensor) and is structured to send a signal to the controller 140 indicative of -8-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 the speed of the electric machine 102. When structured as a virtual sensor, at least one input may be used by the controller 140 in an algorithm, model, lookup table, etc. to determine or estimate a parameter of the electric machine 102 (e.g., power output, etc.). Any of the sensors 125 described herein may be real or virtual. As utilized herein, the term “estimating” and like terms are used to refer to determining an approximate value based on data (e.g., sensor data, historical sensor data, real-time sensor data, etc.), which may be close but not necessarily exactly the actual value. In some embodiments, estimating a value can be performed using one or more models (e.g., statistical models, artificial intelligence models, machine learning models, etc.). For example, estimating a temperature of exhaust gas can include using data, such as sensor data, with a model to determine the temperature value. In some embodiments, the term “predicting” is used to refer to estimating a future value.[00261 As utilized herein, the term “measuring” and like terms are used to refer to determining an approximate value based on detecting or receiving information regarding the measured value / parameter (e.g., using a sensor). The measured value may be closer to the actual value (e.g., compared to estimating the value) but not necessarily exactly the actual value of the parameter value.[0027 [ In some embodiments, the sensors 125 are configured to acquire data regarding a vehicle speed, a vehicle position, a time value (e.g., amount of time elapsed since a predetermined instant in time), a transmission gear setting, an operating point of the electric machine 102 (e.g., a torque setting, a speed setting, etc.), a battery state of charge (SOC), and so on.

[0028] The controller 140 is coupled, and particularly communicably coupled, to the sensors 125. Accordingly, the controller 140 is structured to receive data from one or more of the sensors 125 and provide instruct! ons / informati on to the one or more sensors 125. The controller 140 may use the received data to control one or more components in the vehicle 101 as described herein.

[0029] The operator input / output (I / O) 130 device may be coupled to the controller 140, such that information may be exchanged between the controller 140 and the I / O device, where the-9-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 information may relate to one or more components of FIG. 1 or determinations (described below) of the controller 140. The operator I / O device 130 enables an operator of the system100 to communicate with the controller 140 and one or more components of the system 100 of FIG. 1. For example, the operator input / output device 130 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. In this way, the operator input / output device 130 may provide one or more indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. Additionally, the vehicle 101 may include a port that enables the controller 140 to connect or couple to a scan tool so that fault codes and other information regarding the vehicle 101 may be obtained.[0030| The controller 140 is structured to control, at least partly, the operation of the vehicle101 and associated sub-systems, such as the electric machine 102 and the operator I / O device 130. Communication between and among the components may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicably coupled to the systems and components of FIG. 1, the controller 140 is structured to receive data from one or more of the components shown in FIG. 1. The structure and function of the controller 140 is further described in regard to FIG. 2.[00311 As the components of FIG. 1 are shown to be embodied in the system 100, the controller 140 may be structured as one or more electronic control units (ECUs), such as one or more microcontrollers. The controller 140 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control unit, an engine control module, etc.[00 21 In some embodiments, the vehicle 101 is configured to receive electrical energy. More specifically, the battery 106 is configured to receive electrical energy via the power electronics-10-4918-3166-4195.1Atty. Dkt. No.: 106389-9508108. In some embodiments, the vehicle 101 is configured to receive electrical energy from a stationary charging device (e.g., a charging station that includes an EV charger, etc.), shown as a stationary charger 190. The power electronics 108 is configured to receive electrical energy from the stationary charger 190. For example, the stationary charger 190 may include one or more power connectors (e.g., wired power connectors and / or wireless power connectors). The power electronics 108 is configured to couple to the one or more power connectors and receive electrical energy via the one or more power connectors.

[0033] In some embodiments, the vehicle 101 is configured to receive electrical energy from a DWPT device 192. The DWPT device 192 is or includes a series of a transmission coils embedded in road. The transmission coils generate variable magnetic field which enables wireless power transfer through electromagnetic induction. The vehicle 101 includes a receiver coil (e.g., as part of the power electronics 108) that is configured to receive energy from the magnetic field and converts the received energy into electrical energy. For example, the DWPT device 192 may be positioned along a path of the vehicle 101. As the vehicle 101 moves along the path, the power electronics 108 may selectively couple to the DWPT device 192, such that the power electronics 108 receive electrical energy via the DWPT device 192.

[0034] As shown in FIG. 1, the system also includes a network 160, a remote computing system 300, and one or more third-party computing systems 350. Each of the components of the system 100 are in communication with each other and are coupled by the network 160. Specifically, the remote computing system 300, the third-party computing systems 350, and the controller 140 of the vehicle 101 are communicatively coupled to the network 160 such that the network 160 permits the direct or indirect exchange of data, values, instructions, messages, and the like (represented by the double-headed arrows in FIG. 1).]O035] In some embodiments, the network 160 is configured to communicatively couple to additional computing system(s). In operation, the network 160 facilitates communication of data between the remote computing system 300 and other computing systems, such as the third- party computing systems 350 and / or the controller 140 of the vehicle 101. The network 160 may include one or more of a cellular network, the Internet, Wi-Fi, Wi-Max, a proprietary-11-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 provider network, a proprietary service provider network, and / or any other kind of wireless or wired network.[0036| The remote computing system 300 is a computing system such as a server, a cloud computing system, and the like. Accordingly, as used herein, “remote computing system” can mean a computing or data processing system that has terminals distant from the central processing unit from which users and / or other computing systems communicate with the central processing unit. In other embodiments, “remote computing system” can mean a computing or data processing system that is located remotely from a vehicle system, such as the vehicle 101. In some embodiments, the remote computing system 300 is part of a larger computing system such as a multi-purpose server, or other multi-purpose computing system. In other embodiments, the remote computing system 300 is implemented on a third-party computing device operated by a third-party service provider (e.g., AWS, Azure, GCP, and / or other third-party computing services).

[0037] In some embodiments, the remote computing system 300 is operated by a service provider (e.g., a business). Accordingly, in some embodiments, the remote computing system 300 is a service and / or system / component provider computing system and in turn controlled by, managed by, or otherwise associated with service and / or system / component provider (e.g., an engine manufacturer, a vehicle manufacturer, an exhaust aftertreatment system manufacturer, etc.). In the example shown, the remote computing system 300 is operated and managed by an engine manufacturer (which may also manufacture and commercialize other goods and services). Accordingly, an employee or other operator associated with the service and / or system / component provider may operate the remote computing system 300.[00381 In some embodiments, the remote computing system 300 is configured to receive and / or store information regarding a mission of the vehicle 101 (e.g., “mission information”). As utilized herein, the term “mission” refers to an object of goal of a system, such as a vehicle system or a powertrain system. The mission may be a trip having an origin and a destination. The mission may be or include a time of operation. The mission may be a desired operating parameter for a predefined period of operation (e.g., time and / or distance), such as a desired-12-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 fuel economy. The mission information may include, for example, information about the mission and / or portions thereof, such as the route between the origin and the destination, a location of the origin, a departure time, a location of the destination, an arrival time, a starting SOC value of the battery 106, and a predicted final SOC of the battery 106. In some embodiments, the remote computing system 300 is configured to provide the mission information to the controller 140. In other embodiments, the remote computing system 300 may receive information regarding the mission from the vehicle 101 (e.g., controller 140) and provide additional mission information or other information to the controller 140. The structure and function of the remote computing system 300 is described in greater detail herein with respect to FIG. 3.[00391 In some embodiments, the third-party computing systems 350 include one or more computing systems associated with one or more third parties (e.g., parties that are not the service provider). In some embodiments, the third-party computing systems 350 may include a computing system associated with a regulatory body (e.g., a government body, a government agency, etc.). The third-party computing systems 350 include processing circuitry that may be similar to those of the remote computing system 300 (described below) such that the third-party computing systems 350 are operable to communicate with the remote computing system 300 and / or the controller 140 via the network 160.|0040] In some embodiments, the third-party computing systems 350 are associated with a service provider, such as a weather reporting service provider, a traffic reporting service provider, or other service provider. The third-party computing systems 350 may provide lookahead information regarding the mission of the vehicle 101. As utilized herein, the terms “lookahead” or lookahead information / data refers to upcoming conditions that may be experienced or encountered. For example, lookahead data includes information regarding upcoming conditions of a vehicle system, which may include static and / or dynamic look ahead information. Static lookahead information refers to information that does not or largely does not change with respect to time, such as road grade information, route curvature information, elevation information, posted speed limits, street names, locations of charging stations, rest stops, locations of DWPT availability along the path, etc. Dynamic lookahead information-13-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 refers to information that may change as a function of time, such as traffic conditions, weather conditions (e.g., snowy, rainy, cloudy, etc.), etc. The lookahead information may be defined to be a predefined distance and / or estimated time to encounter ahead of the vehicle 101 (e.g., expected conditions within the next 5 miles, expected conditions that the vehicle 101, which traveling at its current speed (+ / - a speed value), is expected to encounter). Accordingly, the third-party computing systems 350 may provide dynamic and / or static lookahead information regarding the mission of the vehicle 101, such as traffic conditions, speed limits, road grade, average traffic speed, weather data, and so on.|0041] In some embodiments, the third-party computing systems 350 are associated with a service provider, such as an owner or operator of the stationary charger 190 and / or the DWPT device 192. The third-party computing systems 350 may provide information regarding the stationary charger 190, such as locations of the stationary charger 190, an available power of the stationary charger 190 (e.g., an amount of energy per unit time that the stationary charger 190 is capable of providing), a price of the electrical energy provided by the stationary charger 190 (e.g., a price per unit of electrical energy, a price per unit of power, a price per unit of time, etc.). The third-party computing systems 350 may provide information regarding the DWPT device 192, such as locations of the DWPT device 192, an available power of the DWPT device 192 (e.g., an amount of energy per unit time that the DWPT device 192 is capable of providing), a price of the electrical energy provided by the DWPT device 192 (e.g., a price per unit of electrical energy, a price per unit of power, a price per unit of time, etc.).[0042| The remote computing system 300 is configured to receive information from the third- party computing systems 350. For example, the remote computing system 300 may receive the lookahead information, the information regarding the stationary charger 190, and / or the information regarding the DWPT device 192 from the third-party computing systems 350.|0043J In some embodiments, the controller 140 is configured to receive information from the third-party computing systems 350. For example, the controller 140 may receive the lookahead information, the information regarding the stationary charger 190, and / or the information regarding the DWPT device 192 from the third-party computing systems 350.-14-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0044 | In some embodiments, the vehicle 101 includes an automated driving system. The automated driving system may be configured to implement one or both of an Advanced Driver Assistance Systems (ADAS) and / or an Automated Driving Systems (ADS). ADAS features on a vehicle support an operator while an ADS may operate a vehicle without operator input. Depending on the configuration of the vehicle and automated driving system, the automated driving system may control various functionalities of the vehicle 101. In this way and consistent with SAE J3016 (see SAE J3016, dated June 2018, and titled Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles, which is incorporated herein by reference in its entirety) there may be five levels of automation. Depending on the configuration and the automated driving system, the automated driving system may enable up to a level 5 of automation, which enables full automated driving. Level 0 provides for no driving automation, Level 1 provides for some driver assistance, Level 2 provides for partial driving automation, Level 3 provides for conditional driving automation, Level 4 provides for high driving automation, and Level 5 (the highest level) provides for full driving automation. The systems, methods, computer-readable media, and apparatuses described herein are applicable with Level 1 through Level 5 automation. Thus, the automated driving system may enable at least a Level automation of the vehicle 101.|0045[ Now referring to FIG. 2, a schematic diagram of the controller 140 of the system 100 of FIG. 1 is shown, according to an example embodiment. As shown, the controller 140 includes at least one processing circuit 202 having at least one processor 204 and at least one memory device 206, an automated Driving Systems (ADS) and / or an advanced driver assistance systems (ADAS) circuit shown as an ADS / ADAS circuit 212, and a communications interface 216. The controller 140 is structured to control operation of the other components of the vehicle101. In some embodiments, the controller 140 may control operation of the electric machine102, the power electronics 108, and / or other components of the vehicle 101 to achieve a desired or target parameter value (e.g., vehicle speed, electric machine speed, electric machine torque, battery state of charge, etc.).|0046[ In one configuration, the ADS / ADAS circuit 212 is embodied as machine or computer- readable media storing instructions that are executable by a processor, such as processor 204.-15-4918-3166-4195.1Atty. Dkt. No.: 106389-9508As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media instructions may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.).[0047| In another configuration, the ADS / ADAS circuit 212 is embodied as one or more hardware units, such as one or more electronic control units (and potentially other hardware components). As such, the ADS / ADAS circuit 212 may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the ADS / ADAS circuit 212 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc ), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the ADS / ADAS circuit 212 may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on. ADS / ADAS circuit 212 may also include or be programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The ADS / ADAS circuit 212 may include one or more memory devices for storing instructions that are executable by the processor(s) of the ADS / ADAS circuit 212. The one or more memory devices and processor(s) may have the same definition as provided below with respect to the memory device 206 and processor 204. In some hardware unit configurations, portions of-16-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 the ADS / ADAS circuit 212 may be geographically dispersed throughout separate locations in the vehicle 101. Alternatively, and as shown, ADS / ADAS circuit 212 may be embodied in or within a single unit / housing, which is shown as the controller 140.

[0048] In the example shown, the controller 140 includes the at least one processing circuit 202 having the at least one processor 204 and the at least one memory device 206. The processing circuit 202 may be structured or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to the ADS / ADAS circuit 212. The depicted configuration represents the ADS / ADAS circuit 212 as being embodied as machine or computer-readable media storing instructions (which may be stored by the memory device 206). However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the ADS / ADAS circuit 212 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0049] The at least one processor 204 may be implemented as one or more single- or multichip processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc. to perform the functions described herein). A processor may be a microprocessor, a group of processors, etc. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, the one or more processors may be shared by multiple circuits (e.g., ADS / ADAS circuit 212 may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory). Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi -threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.-17-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0050| The at least one memory device 206 (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and / or computer code for completing or facilitating the various processes, layers and modules described in the present disclosure. For example, the memory device 206 may include dynamic random-access memory (DRAM). The memory device 206 may be communicably connected to the processor 204 to provide computer code or instructions to the processor 204 for executing at least some of the processes described herein. Moreover, the memory device 206 may be or include tangible, non-transient volatile memory, or non-volatile memory. Accordingly, the memory device 206 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.[00511 The communications interface 216 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for conducting data communications with various systems, devices, or networks structured to enable in-vehicle communications (e.g., between and among the components of the vehicle) and out-of-vehicle communications (e.g., with a remote server). For example, and regarding out-of- vehi cl e / sy stem communications, the communications interface 216 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and / or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 216 may be structured to communicate via local area networks or wide area networks (e.g., the Internet) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).[0052 [ In some embodiments, the vehicle 101 includes a telematics unit that is configured to enable wireless communication with the remote computing system 300. In some embodiments, the telematics unit is part of the controller 140. For example, the telematics unit may include hardware, software, or a combination thereof that is embodied by the controller 140. In other embodiments, the telematics unit is provided as a separate devices that is communicable coupled to the controller 140.-18-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[00531 In an example embodiment, the controller and / or the remote computing system 300 is configured to generate an optimized speed profile and / or an optimized charging profile for the vehicle 101 for a mission or a portion thereof. The optimized speed profile includes one or more target vehicle speed values for the vehicle 101. The one or more target vehicle speed values may correspond to a speed of the electric machine 102 (e.g., an electric machine speed value) and / or a torque of the electric machine 102 (e.g., an electric machine torque value). Implementing the speed profile includes providing, by the controller 140, one or more command signals indicative of the electric machine speed value or the electric machine torque value to the electric machine 102. The optimized charging profile includes one or more charging parameters for the vehicle 101, such as a target state of charge, a target charging duration (e.g., a length of time that the battery 106 receives power), a charging power value (e.g., an amount of power the battery 106 receives from a charging source, such as the stationary charger 190 or the DWPT device 192), and / or other parameters regarding charging the battery 106. Implementing the optimized charging profile includes causing the power electronics 108 to charge the battery 106 according to (a) the charging power value and the charging duration value in the case of charging via the stationary charger 190 and / or (b) the charging power value in the case of charging via the DWPT device 192. In some embodiments, the optimized speed profile and the optimized charging profile are combined into an optimized speed and charging profile for the mission or a portion thereof.[00541 In an example embodiment, the speed profile includes a recommended vehicle speed for the vehicle 101 for a portion of the mission, such as a segment of the mission. The charging profile includes a recommended charging power value (e g., a charging power value, a charging time value, or both) for the vehicle 101 during the mission or a portion thereof.|0055[ As indicated above, the controller 140 may be configured to generate the optimized speed profile and / or the optimized charging profile. In some embodiments, the controller 140 is configured to provide one or more controls to the electric machine 102 based on the optimized speed profile, such as a first control indicative of a motor speed value and / or a second control indicative of a motor torque value. In some embodiments, the controller 140 is configured to provide one or more controls to the power electronics 108 based on the optimized charging-19-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 profile, such as a first control indicative of a charging power value when the power electronics 108 receive power from the DWPT device 192 and / or a second control indicative of a charging duration when the power electronics 108 receive power from the stationary charger 190.

[0056] In some embodiments, the controller 140 is configured to receive and / or determine, in some embodiments, look ahead information (e.g., via the network 160 and from the remote computing system 300 and / or the third-party computing system(s) 350). The lookahead information can include charger data (e.g., data regarding the stationary charger 190 and / or the DWPT device 192). The charger data includes, for example, a DWPT location, a DWPT power output value, a DWPT charging price, a stationary charger location, a stationary charger power output value, a stationary charger price, and so on. The lookahead information can include traffic data regarding a route of the vehicle 101. The traffic data can include, for example, speed limits along the route, a road grade along the route, average traffic speeds along the route, weather data along the route, and so on. The lookahead information can include mission information regarding a mission of the vehicle 101. The mission information can include, for example, a route for the vehicle 101 (and / or one or more alternative routes), a departure time, an arrival time, a departure location, an arrival location, a target departure SOC value, and a predicted arrival SOC value.

[0057] In some embodiments, the controller 140 is configured to receive and / or determine, in some embodiments, an optimized speed profile and / or an optimized charging profile (e.g., via the network 160 and from the remote computing system 300). In these embodiments, the remote computing system 300 is configured to, at least partially, determine the optimized speed profile and / or the optimized charging profile.[0058| As further shown in FIG. 2, the communications interface 216 may enable communication with the electric machine 102, the power electronics 108, the one or more sensors 125 and / or at least one edge device 214.|0059[ The at least one edge device 214 is a computing device that is located on or near the vehicle 101 or a user of the vehicle 101, as opposed to a cloud-based device (e.g., remote computing system 300). In various embodiments, the edge device 214 includes a processing -20-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 circuit, one or more processors, and / or one or more memory devices. In comparison with the controller 140, the edge device 214 has more processing power (e.g., by including more and / or more powerful processors) and / or more memory (e.g., by including more or higher capacity memory devices). The edge device 214 can perform high level optimizations that are communicated to the controller 140. The controller 140 can receive and / or transmit data to and from the edge device 214. In some embodiments, the controller 140 receives a reference speed from edge device 214. The controller 140 can use the reference speed from the edge device 214 to determine a final speed profile that is communicated to the ADS / ADAS circuit 212.|0060] The ADS / ADAS circuit 212 is structured or configured to enable or implement one or more powertrain controls. As shown in FIG. 2, the ADS / ADAS circuit 212 is embodied as a circuit within the controller 140. Thus, the functions attributed to the ADS / ADAS circuit 212 herein below may be also, in another embodiment, performed by the controller 140. In other embodiments, the ADS / ADAS circuit 212 may be or include one or more separate and dedicated controllers that provide automated operation of the vehicle 101 or certain components thereof (e.g., from Level 1 to Level 5). The one or more controllers may be microcontrollers and include one or more processors and memory devices (which may have the same definition as described herein with respect to the controller 140), and / or other processing components (e.g., communication interfaces, connection ports, etc.). In any of the embodiments described herein, the ADS / ADAS circuit 212 may include or be coupled to one or more actuators for enabling automated operation of the vehicle 101.[0061 [ The ADS / ADAS circuit 212 is structured to control, at least partly, operation of the electric machine 102 and / or the power electronics 108 to operate the vehicle 101 (among potentially other components and / or systems). The ADS / ADAS circuit 212 generates the requested vehicle speed and controls shift points and gear shifts of the electric machine 102 and / or the power electronics 108. In some embodiments, such as a fully automated vehicle (e.g., a Level 5 automation), the requested vehicle speed is based on a torque request generated by the ADS / ADAS circuit 212. The torque request may be provided to the electric machine 102 and / or the power electronics 108. Accordingly, the torque request may be translated to a vehicle speed and be used as the requested vehicle speed. In another embodiment, the requested-21-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 vehicle speed is provided via a user interface, such as an accelerator pedal, a cruise control speed input feature, etc. In another embodiment, the requested vehicle speed is determined based at least in part on preferences that can be set by a user or predetermined within the system. For example, the requested vehicle speed can be determined based on the posted speed limit of the current roadway. In one example, the requested vehicle speed is a predefined amount (e.g., three miles an hour) faster or slower than the posted speed limit (as received by the controller 140, for example). In another embodiment, the requested vehicle speed is input by the user via a user interface such as a touch screen, a keyboard, a voice activated or voice recognition system, etc. Thus, the requested vehicle speed can be manually input and / or from the autonomous driving system.[00621 As alluded to above, the ADS / ADAS circuit 212 can control one or more automated vehicular systems, such as within an otherwise manually operated vehicle (e.g., via control of the electric machine 102 and / or the power electronics 108). In some embodiments, the ADS / ADAS circuit 212 controls components and systems to provide a fully automated vehicle driving system comprised of many individual vehicular systems that are automatically controlled. In some embodiments, the ADS / ADAS circuit 212 controls the electric machine 102 and / or the power electronics 108 automatically without human intervention. In another example embodiment when the controls the electric machine 102 and / or the power electronics 108 are structured as a manual input / output devices (i.e., where the operator controls the controls the electric machine 102 and / or the power electronics 108), the ADS / ADAS circuit 212 can prompt a human operator to enact a change via visual, audible, and / or tactile prompts. For example, a user interface on the dashboard may receive a signal from the controller 140 to prompt a driver to adjust operation of the electric machine 102 and / or the power electronics 108. For example, the operator input / output device 130 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. that displays a notification generated by the controller 140 or a component thereof, such as the ADS / ADAS circuit 212.|0063j FIG. 3 is a schematic diagram of the remote computing system 300. The remote computing system 300 is a computing system such as a remote server, a cloud computing -22-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 system, and the like. Accordingly, as used herein, “remote computing system” and “cloud computing system” are used interchangeably to mean a computing or data processing system that has terminals distant from the central processing from which users and / or other computing systems communicate with the central processing unit. In some embodiments, the remote computing system 300 is part of a larger computing system such as a multi-purpose server, or other multi-purpose computing system. In other embodiments, the remote computing system 300 is implemented on a third-party computing device operated by a third-party service provider (e.g., AWS, Azure, GCP, and / or other third-party computing services).|0064] The remote computing system 300 is operated by a product and / or service provider. Accordingly, in some embodiments, the remote computing system 300 is a service and / or system / component provider computing system and in turn controlled by, managed by, or otherwise associated with service and / or system / component provider (e.g., an engine manufacturer, a vehicle manufacturer, an exhaust aftertreatment system manufacturer, etc.).

[0065] The remote computing system 300 includes at least one processing circuit 302 having at least one processor 304 and at least one memory device 306. The remote computing system 300 also includes a communications interface 316.

[0066] The at least one processor 304 may be implemented as one or more single- or multichip processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc. to perform the functions described herein). A processor may be a microprocessor, a group of processors, etc. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or-23-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 multi -threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.[0067| The at least one memory device 306 (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and / or computer code for completing or facilitating the various processes, layers and modules described in the present disclosure. For example, the memory device 306 may include dynamic random-access memory (DRAM). The memory device 206 may be communicably connected to the processor 304 to provide computer code or instructions to the processor 304 for executing at least some of the processes described herein. Moreover, the memory device 306 may be or include tangible, non-transient volatile memory, or non-volatile memory. Accordingly, the memory device 306 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0068] The communications interface 316 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for conducting data communications with various systems, devices, or networks structured to enable in-vehicle communications (e.g., between and among the components of the vehicle) and out-of-vehicle communications (e.g., with a remote server). For example, and regarding out-of-vehicle / system communications, the communications interface 316 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and / or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 316 may be structured to communicate via local area networks or wide area networks (e.g., the Internet) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).|0069] The remote computing system 300 can communicate with the controller 140 and / or the third-party computing systems 350. In various embodiments, remote computing system 300 is a cloud-based system and is not physically coupled to the vehicle 101 or any component thereof. In various embodiments, the remote computing system 300 is configured to generate a model-24-4918-3166-4195.1Atty. Dkt. No.: 106389-9508(e.g., a mathematical model, a physical model, a machine learning model) of or regarding the vehicle 101. An example method of generating the model is shown and described herein with respect to FIG. 4.

[0070] FIG. 4 is a flow diagram of a method 400 of determining a model for generating the optimized speed profde and / or the optimized charging profde, according to an example embodiment. In particular, the remote computing system 300 is structured to generate the model. The model may be one or more of a combination of models, such as a regression model, a machine learning model such as artificial intelligence including neural networks, a dynamical model or dynamical equations obtained from data or derived from a foundational principle of physics, etc. In an example embodiment, the model is a mathematical model including a set of equations that are classified as a nonlinear programming optimization problem. It should be understood that the order of the method 400 is shown as an example only. That is, one or more processes may be performed concurrently, partially concurrently, sequentially, and / or in a different order than as shown in FIG. 4. Further, some processes of the method 400 may be omitted while other processes may be added to the method 400.

[0071] At process 402, the remote computing system 300 generates a one or more mathematical models. The one or more mathematical models include a vehicle longitudinal dynamics model, a time dynamics model, a state of charge dynamics model, and a traction force model. The “vehicle longitudinal dynamics” refers to a motion characteristic of the vehicle 101, such as a speed, a velocity, an acceleration, etc., which may be expressed in the time domain (e g., as a function of time) or in the distance domain (e.g., as a function of distance). The vehicle longitudinal dynamics model is a mathematical equation that relates the forces acting on the vehicle 101 to the motion characteristic of the vehicle 101, in the distance domain. The time dynamics model is a mathematical equation that relates a speed or position of the vehicle 101 to time (e.g., a time value, such as an elapsed time since a start of a mission or a segment of the mission). The state of charge dynamics model is a set of mathematical equations that relate the amount of power received by the battery 106 and the amount of power provided by the battery 106 to the state of charge of the battery 106, in the distance domain. The traction force model is a mathematical equation that relates a change in traction force per unit duration-25-4918-3166-4195.1Atty. Dkt. No.: 106389-9508(e.g., distance or time) and the vehicle speed to vehicle jerk, in the distance domain. As described herein, the mathematical relationships of the models are provided in the distance domain. However, it should be understood that the mathematical relationships may also be provided in the time domain.|0072] As mentioned above, the mathematical relationships determined at process 402 are provided in the distance domain. The distance domain is defined by a length of the route of the vehicle 101, “S”, where S e R++. While the vehicle 101 is traveling along the route, the battery 106 can be charged via two charging methods: stationary charging (e.g., at the stationary charger 190) and dynamic wireless power transfer (e.g., via the DWPT device 192). At any point along the route, the vehicle 101 can be driving without receiving charge, driving while receiving charge via the DWPT device 192 or stationary while charging at the stationary charger 190. As shown in equation 1, below, a point, “s”, along the length of the route, S, belongs to one of the distance traveled by the vehicle 101 without receiving charge (Sdr), the distance traveled by the vehicle 101 while charging via the DWPT device 192 (Sch d), or the distance traveled by the vehicle 101 while charging at the stationary charger 190 (Sch s).

[0074] A set of locations of available stationary chargers 190, “I”, is received by the remote computing system 300. A specific location of a stationary charger 190 (e.g., a first stationary charger 190) is represented by “i”, such that i c I. When the vehicle 101 is charging at a stationary charger 190, i, an elapsed time is represented by t e T^h. When the vehicle 101 is charging at a stationary charger 190, a charging time (e.g., the elapsed time while receiving charge from the stationary charger 190) is measured by one or more sensors 125, and the charging time is provided to the remote computing system 300 (e.g., via the controller 140 and / or the network 160). Otherwise, when the vehicle 101 is not at a stationary charger 190, an elapsed time is represented by “f ’ where t e r.-26-4918-3166-4195.1Atty. Dkt. No.: 106389-9508

[0075] As described above, the vehicle longitudinal dynamics model is a mathematical equation that relates the forces acting on the vehicle 101 to the motion characteristic of the vehicle 101, in the distance domain. The vehicle motion characteristic in the distance domain is defined as the velocity in the distance domain, v(s), multiplied by the first derivative of the speed in the distance domain, v(s), with respect to distance, dv(s) / ds. The motion characteristic of the vehicle 101 in the distance domain is a function of the equivalent mass of the vehicle101, meq, and the forces acting on the vehicle 101 including a traction force output by the electric machine 102, Ft, a braking force, Fb, a rolling resistance force, Fr, a road gradient force, Fg, and an aerodynamic drag force, Fa. The relationship is shown in equation 2a, below. The vehicle 101 only has a velocity while the vehicle 101 is driving without receiving charge or driving while receiving charge via the DWPT device 192, such that, in equation 2a, the forces are functions in the distance domain, where s c S* U Sch,a.|0077[ As described above, the time dynamics model is a mathematical equation that relates the speed and position of the vehicle 101, in the distance domain, to time, in the time domain. More specifically, the first derivative of time with respect to the position of the vehicle 101 is inversely related to the speed of the vehicle 101 in the distance domain. As described above, this relationship can be used to track or determine a time value (e.g., a relative time value, such as an elapsed time value relative to a start of the mission or the segment of the mission and / or an absolute time value, such as a time of day) as the vehicle 101 moves (e.g., changes position, s) based on the speed, v(s), and the position (s) of the vehicle 101. The relationship is shown in equation 2b, below.

[0079] The traction force, Ft, is an amount of force output or received by the electric machine102. The traction force, , Ft, is positive when the electric machine 102 provides propelling power, negative when the electric machine 102 gains power through recuperation (e.g., regenerative braking), and zero otherwise. With that, the braking force, Fb, includes any-27-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 braking force provided by mechanical / service brakes (e.g., braking other than regenerative braking). The remaining forces are a function of one or more of the vehicle mass (e.g., the mass of the vehicle 101), mv, the gravitational acceleration constant, gc, a rolling resistance coefficient, Cr, a road grade / slope, a(s), ambient air density, pa, vehicle frontal area (e.g., a surface area of a front of the vehicle 101), Af, and aerodynamic drag coefficient, ca. In particular, the rolling resistance force, Fr, the road gradient force, Fg, and the aerodynamic drag force, Fa, are described by the set of equations 3 below.

[0081] The rolling resistance force, Fr, is an amount of force acting on the at least one wheel 120 of the vehicle 101 by the road or ground. The road gradient force, Fg, is a component of the gravitational force acting the vehicle 101, as a function of the road grade. The road gradient force, Fg, is positive when the vehicle 101 is traveling uphill (e.g., when the road grade is positive) and negative when the vehicle 101 is traveling downhill (e.g., when the road grade is negative). The aerodynamic drag force, Fa, is an amount of force acting on the vehicle 101, due to air resistance.[00821 Therefore, using the equations above, the remote computing system 300 is configured generate the vehicle longitudinal dynamics model that relates the vehicle motion characteristic, v(s) dv / ds, to the equivalent mass of the vehicle 101, meq, and the forces acting on the vehicle 101, in the distance domain, Ft, Fb, Fr, Fg, and Fa, shown as equation 1.

[0083] As described above, the state of charge dynamics model is a set of mathematical equations that relate the amount of power received by the battery 106 and the amount of power provided by the battery 106 to the state of charge of the battery 106, in the distance domain. The remote computing system 300 is configured to determine the amount of power that the battery 106 is capable of receiving based on a nominal charge capacity of the battery 106. The nominal charge capacity, Qnom, refers to an amount of electrical charge that the battery 106 can store. The nominal charge capacity, Qnom, is based on an equivalent circuit model that relates a voltage value regarding the battery 106 and a resistance value regarding the battery 106 to the-28-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 nominal charge capacity, Qnom. More specifically, the equivalent circuit model is based on an open-circuit voltage of the battery 106, Voc, and internal resistance of the battery 106, R. Although the open-circuit voltage and the internal resistance are dependent on the instantaneous battery SOC and internal temperature of the battery 106, the temperature dynamics are ignored for simplicity and instead, the battery temperature is assumed to be constant. With this assumption, the open-circuit voltage, Voc, has a monotonically increasing relationship with SOC, whereas the internal resistance, R, is based on a charging / discharging status and the SOC. Thus, the value of the internal resistance, R, is based on two functions of the SOC, including a first function relating the SOC to the internal resistance when charging, Rchg(0, and a second function relating the SOC to the internal resistance when discharging, Rdchg(Q, as shown in equation 4, where the SOC of the battery 106,|0085] The SOC, changes as a function of power output and received by the battery 106, referred to as a battery terminal power, Pb. The battery terminal power, Pb, is based on the power input to the battery 106 and the power output by the battery 106. The power input to the battery 106 is based on an amount of power received from the stationary charger 190, Pch,s, or the power received from the DWPT device 192, Pch,d. The amount of power output by the battery 106 is based on an amount of power output to the electric machine 102, Pt, A summation of the power output to the electric machine 102 (e.g., to drive the vehicle 101) and the power received from the electric machine 102 (e.g., due to regenerative braking) is referred to as traction power, Pt. The traction power may be calculated based on the traction force and an efficiency of the electric machine 102 (e.g., the percentage of electrical power that is transformed into mechanical power or vice versa by the electric machine 102). Thus, the battery terminal power, Pb, is modeled as a function of input power received from the stationary charger 190, Pch,s, and / or the DWPT device 192, Pch.d, and the traction power, Pt, as shown in equation 5, below.-29-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0087| The SOC is also based on an amount of power lost due to the internal resistance of the battery 106, referred to as battery internal resistive losses, Po. The internal resistive losses, Po, is based on the battery terminal power, Pb, and the open-circuit voltage of the battery 106, Voc, as shown in equation 6, below.

[0089] It should be noted that the battery internal resistive losses, Po, is a non-negative value.|O09O[ The remote computing system 300 may determine the SOC based on a function of battery terminal power, Pb, and battery internal resistive losses, Po. More specifically, the remote computing system 300 may determine the SOC using a differential equation that relates the SOC to the battery terminal power, Pb, and battery internal resistive losses, Po, as shown in equation 7, below.

[0092] In some embodiments, it is desirable to minimize vehicle jerk, which refers to the change in vehicle acceleration per unit time. For that purpose, the rate of change of the traction force, Ft, can be monitored and constrained. The relation between the traction force, Ft, and the rate of change of the traction force, AFt, can be measured and / or estimated while the vehicle 101 is in motion. For example, one or more sensors 125 may acquire data regarding the traction force, Ft, and the rate of change of the traction force, AFt, can be determined based on a change in the traction force, Ft, over a predefined period of time. For example, the traction force, Ft, and the rate of change of the traction force, AFt, are related as shown in equation 8, below.-30-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0094| In equation 8, the vehicle jerk, in the distance domain, is defined as the change in traction force, Ft, per unit distance, Ft(s) / ds.[0095| At process 404, the remote computing system 300 generates an approximation function. In particular, the remote computing system 300 generates an approximation function for approximating one or more values for use in the mathematical models generated at process 402. The approximation function is a mathematical equation that is used to determine an amount of energy lost during the operation of the vehicle 101. In particular, the approximation function relates inputs of the traction force, Ft, and / or the speed of the vehicle 101, v, with outputs including an amount of energy lost due to friction, heat, electrical resistance, etc. during operation of the electric machine 102, the power electronics 108, and / or the battery 106. In combination, the amount of energy lost due to friction, heat, electrical resistance, etc. during operation of the electric machine 102, the power electronics 108, and / or the battery 106 is referred to as the powertrain efficiency, T|PT. The approximation function of the powertrain efficiency, qpr, is a function of the traction force, Ft, and / or the speed of the vehicle 101, v. The powertrain efficiency, qpT, is used to determine the traction power traction power, Pt, as shown in equation 9.[0097| At process 406, constraints on the approximation functions are defined. The maximum and minimum traction force, Ft, that can be handled by the electric machine 102 in either an output mode where the electric machine 102 provides a driving force or an input mode where the electric machine 102 provides a braking force, Fb, is dictated by a torque limit curve, transmission gears, axle gears, and their efficiencies. The traction force upper bound, Ft(s), is a maximum value for the traction force, Ft, at a corresponding vehicle speed, v. The traction force lower bound is a minimum value for the traction force with at a corresponding vehicle speed.-31-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[00981 In addition to the above, there is also a limit on the amount of power that the battery 106 can handle, referred to as a battery power limit. The battery power limit is based on the SOC. That is, lower SOC values correspond to lower amount of power that the battery 106 can provide. Conversely, higher SOC values correspond to lower amount of power that the battery 106 can receive. These upper and lower limits on battery power can be represented by a second order polynomial model.[00991 The power received or provided by the battery 106, Pb, is limited to a predefined value. The speed of the vehicle 101, v, may be limited by maximum speed limit, v(s), and / or minimum speed limit, v(s), (e.g., based on the lookahead data including posted speed limits). The speed of the vehicle 101, v, is not constrained while the vehicle 101 is stopped to charge (e.g., at a stationary charger 190) because, for example, the speed of the vehicle 101, v, is zero. Accordingly, equations involving the speed of the vehicle 101 may be constrained by a decision, zi, of whether to charge the stationary charger 190, as shown in equation 15, where zi is equal to one when charging at a stationary charger 190, and zi is equal to zero when not charging at a stationary charger 190.e [v(s), v(s)], otherwise

[0101] The traction force, Ft, is limited by the amount of torque that the electric machine 102 can output (when propelling the vehicle 101) or receive (during regenerative braking). The rate of change of the traction force, AFt, is constrained between a first predetermined value (e.g., a minimum value) and a second predetermined value (e.g., a maximum value), and the braking force, Fb, is constrained to at or below a predefined value. The constraints on the rate of change of the traction force, AFt, and the braking force, Fb, may minimize jerk. The SOC is constrained based on the capabilities of the battery 106 (e.g., a 0% charge state, a 100% charge state) and / or to limit wear on the battery 106 (e.g., by preventing the SOC from going above a maximum threshold, such as 80%, or below a minimum threshold, such as 20%). The amount of power received from the stationary charger 190, Pch,s, and / or the amount of power received by the-32-4918-3166-4195.1Atty. Dkt. No.: 106389-9508DWPT device 192, Pch,d, is constrained based on the battery power limit of the battery 106. Finally, the charging time at the stationary charger 190, t, is limited to a predefined value.[01021 As briefly described above, an integer variable, zi, is used to represent a decision to charge at the stationary charger 190. The integer variable includes, for example, a binary decision of whether to charge at a stationary charger 190. The decision can be based on, for example, a location of the vehicle 101, a location of the stationary charger 190, and a SOC of the battery 106. The charging time at the stationary charger 190 is constrained based on the decision to charge at the stationary charger 190, zi. For example, when it is decided to not charge at the stationary charger 190, the predefined value limiting the charging time, t, at the stationary charger 190 is zero. The decision to charge at the stationary charger 190, zi, is dynamic and can change over time. Tus, the predefined value limiting the charging time at the stationary charger 190, t, can change over time.[01031 At process 408, variables are defined for minimizing. An end goal or intent of the model is to be able to generate, when retrieved and executed by the remote computing system 300 and / or controller 140, a joint speed and charging profile for the vehicle 101 that achieves a desired characteristic. In particular, the remote computing system 300 may define one or more variables to obtain a desired characteristic, such as a minimization, to generate the speed profile and the charging profile for the vehicle 101 that affects (e.g., minimize) the total amount of energy spent by the vehicle 101 to achieve a mission. For example, the joint speed and charging profile for the vehicle 101 minimizes the total amount of energy spent by the vehicle 101 to achieve a mission (e.g., traveling from an origin to a desired destination) and to minimize the amount of energy used for charging. The amount of energy of the vehicle 101 can be categorized into mechanical and electrical counterparts.

[0104] The mechanical energy corresponds to a summation of the amount of energy utilized to propel the vehicle 101 and the amount of energy harvested from regenerative braking. A first component of the mechanical energy is a traction energy, Et, that is based on the traction power, Pt, (described above) and the speed, v, of the vehicle 101. Thus, the traction energy, Et, is based on at least the traction power, Pt, and the speed of the vehicle 101, v. The relationship-33-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 between the traction energy, Et, the traction power, Pt, and the speed of the vehicle 101, v, is shown in equation 10, where Fts) is defined as Pt / v(s).|0106] Another component of the mechanical energy is a braking energy, Eb, including energy losses due to the braking force, Fb, (described above). The relationship between the braking energy, Eb, and the braking force, Fb, is shown in equation 11.[0108| The electrical energy pertains to the energy acquired by the battery 106 through charging. For charging through the stationary charger 190, the energy received from the stationary charger 190, Ech,s, is based on the power output of the stationary charger 190, Pch,s and a charging time, T, as shown in equation 12.|0110] For charging through the DWPT device 192, the energy received from the DWPT device 192, Ech,a, is based on a function of the power output of the DWPT device 192, PCh,d, a distance traveled while receiving power from the DWPT device 192 Sch,d, and a speed of the vehicle 101, v, as shown in equation 13.

[0112] The amount of energy wasted due to the internal resistance of the battery 106 is based on the battery internal resistive losses, Po, the speed of the vehicle 101, v, the charging time at the stationary charger 190, t, and the distance traveled while receiving power from the DWPT device 192, Sch.d, as shown in equation 14.-34-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[01141 The variables to minimize the total amount of energy spent by the vehicle 101 to achieve a mission may include, for example, the traction energy, Et, the braking energy, Eb, the energy received from the stationary charger 190, Ech,s, the energy received from the DWPT device 192, Ech,d, and the energy wasted due to the internal resistance of the battery 106, EQ. In other embodiments, the variables to minimize the total amount of energy spent by the vehicle 101 to achieve a mission may include, for example, the traction force, Ft, the braking force, Fb, the power received from the stationary charger 190, PCh,s, the power received from the DWPT device 192, PCh,d, the elapsed time at the stationary charger 190, t, and the decision to charge at the stationary charger 190, zi. In these embodiments, the other variables described herein may be derived from these variables.[0115| At process 410, the remote computing system 300 generates an initial joint speed and charging profde model. The initial joint speed and charging profde model is a mathematical model that includes a set of equations that relate the energy equations described above with respect to process 406 and the integer variable to a joint speed and charging profile. The initial joint speed and charging profile model may be retrievably stored by the one or more memory devices 306 of the remote computing system 300, such that the one or more processors 304 may retrieve the initial joint speed and charging profile model for use (e.g., to modify the initial joint speed and charging profile model and / or to solve the mathematical equations of the initial joint speed and charging profile model). The joint speed and charging profile defines the desired speed for the vehicle 101 and the charging times and locations for the vehicle 101. Advantageously, the joint speed and charging profile is optimized to achieve a desired characteristic during the mission of the vehicle 101, such as minimizing the total amount of energy spent by the vehicle 101 to achieve the mission and / or to minimizing the amount of energy used for charging.

[0116] The initial joint speed and charging profile model is provided as an optimization problem that includes a set of equations in a mixed continuous distance and time domain. The initial joint speed and charging profile model can be difficult to solve because the constrains are not finite. Additionally, because the initial joint speed and charging profile model includes equations in both the distance domain and time domain, it is necessary to switch between the -35-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 two domains when solving the set of equations. Further, the presence of the integer variable, zi, renders the equations to be a nonconvex, mixed-integer problem, which can be computationally complex to resolve. Finally, the traction power of the vehicle 101 can switch between positive and negative values (e g., because the electric machine 102 can be used to propel the vehicle 101 or to capture energy during regenerative braking) which can be computationally complex to resolve. As described herein with respect to process 412 and 414, the remote computing system 300 may modify the initial joint speed and charging profile model to generate another joint speed and charging profile model that is less computationally complex to solve.(0117] At process 412, the remote computing system 300 is configured to discretize the initial joint speed and charging profile model. For example, remote computing system 300 is configured to discretize the initial joint speed and charging profile model with respect to the distance domain and convert all time domain variables, and constraints into the distance domain. First, the initial joint speed and charging profile model is discretized in the distance domain to obtain a finite approximation of the constraints. For example, the route of the vehicle 101, S, is discretized into a set of distance steps, As, where a summation of the distance steps, As, is equal to the total distance of the route, S. Each distance step, As, corresponds to a location along the route of the vehicle 101. Additionally, each distance step, As, corresponds to an activity of the vehicle 101 including, for example, driving, charging at a stationary charger 190, and charging at a DWPT device 192. Advantageously, by discretizing the route of the vehicle 101, the energy equations described above with respect to process 404, can be simplified using the forward, explicit Euler discretization method to reduce the complexity of the joint speed and charging profile model. Furthermore, the equation for the traction energy, Et, is simplified to use an approximation of the traction force where the approximation of the traction force is based on the traction force, Ft, plus the forces lost due to inefficiencies in the electric machine 102. The approximation of the traction force is always at or above the actual traction force, Ft.[0118| The discretized joint speed and charging profile model is less computationally complex to solve compared to the original model. However, the presence of the integer variable, zi, is still computationally complex to solve. Notwithstanding, the problem can be solved using -36-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 mixed-integer nonlinear programming (MINLP) solvers. To allow for real time operations, solving the joint speed and charging profile model with minimal computational time is desired. Accordingly, the discretized joint speed and charging profile model is retrievably stored by the one or more memory devices 306 of the remote computing system 300, such that the one or more processors 304 may retrieve the discretized joint speed and charging profile model for use (e.g., to modify the discretized joint speed and charging profile model and / or to solve the mathematical equations of the discretized joint speed and charging profile model).[0119J At process 414, the discretized joint speed and charging profile model is converted to a nonlinear programming (NLP) joint speed and charging profile model. The NLP joint speed and charging profile model includes an NLP equation that, when solved, provides one or more values for the joint speed and charging profile including, for example, a target vehicle speed value, a target torque value for the electric machine 102, a target speed value for the electric machine 102, a charging power value for charging via the DWPT device 192, and / or a charging power value for charging via the stationary charger 190. The one or more values may be for the route of the vehicle 101 and / or a segment of the route of the vehicle 101. When the one or more values of the joint speed and charging profile are implemented (e.g., by the controller 140), the vehicle 101 operates to achieve a desired characteristic, such as minimizing the amount of energy spent by the vehicle 101 to achieve the mission and minimizing the amount of energy used for charging. In this way, the joint speed and charging profile for the vehicle 101 corresponds to a recommended speed and a recommended charging power that may reduce an energy consumption of the system (e.g., compared to operating the vehicle 101 without the joint speed and charging profile, at a different speed than the recommended speed, at a different charging power than the recommended charging power, etc.).|<>120] Advantageously, the nonlinear programming equation can be solved using fewer computational resources than the discretized joint speed and charging profile model, thereby allowing the joint speed and charging profile model to be solved in real-time or in near realtime. The conversion from MINLP to NLP is carried out by relaxing the integer variable and replacing it with an activation function that depends on charging time.-37-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[01211 The NLP joint speed and charging profile model generated using the method 400 is a non-linear programming model that correlates one or more inputs, such as one or more values of the lookahead data, with one or more values of the optimized speed profile and / or the optimized charging profile, such as a target speed value, a target charging duration, a target charging power, etc. Advantageously, by simplifying the model to a non-linear programming model, the model may be solved using a solver that requires fewer computational resources (e.g., processing power, memory usage, etc.) compared to a more complex model. In various embodiments, the solver may be a gradient optimizer, genetic algorithm, model predictive control, or other optimization solver. In an example embodiment, the solver is a ForcesNLP solver. It should be understood that any type of solver suitable for solving non-linear programming equations may be used.[01221 FIG. 5 is a flow diagram of a method 500 of determining the optimized speed profile and the optimized charging profile, according to an example embodiment. In particular, the remote computing system 300 and / or the controller 140 is structured to generate the optimized speed profile and the optimized charging profile. It should be understood that the order of the method 500 is shown as an example only. That is, one or more processes may be performed concurrently, partially concurrently, sequentially, and / or in a different order than as shown in FIG. 5.

[0123] Referring generally to process 502-510, the remote computing system 300 may determine the optimized speed profile and the optimized charging profile for a route of the vehicle 101. In particular, at process 502, the remote computing system 300 receives lookahead data. The lookahead data can include information regarding upcoming conditions of a vehicle system. In some embodiments, the lookahead data may relate to information regarding upcoming road conditions. For example, the lookahead data may include data relating to road conditions or other parameters sensed within a predefined distance ahead of a current location of the vehicle 101. The lookahead data may include information regarding the path of a vehicle 101, such as a road grade, a speed limit, street or highway names, turn-by-tum directions, locations of charging stations on or within a predetermined distance of the path, locations of DWPT availability along the path, rest stops and / or other information regarding the path. At-38-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 process 504, the remote computing system 300 provides the lookahead data to the controller 140.[0124| At process 506, the remote computing system 300 determines the speed and charging profile for a route of the vehicle 101. The speed and charging profile is determined using the model generated using the method 400, described above. The route of the vehicle 101 can be an entire route of the mission of the vehicle 101 or a remaining route of the mission. At process 508, the remote computing system 300 provides the speed and charging profile for the route of the vehicle 101 to the controller 140.

[0125] At process 510, the remote computing system 300 receives a trigger. The trigger is described in greater detail herein with respect to process 530. Responsive to receiving the trigger, the remote computing system 300 returns to process 506.[0126[ Referring generally to process 520-530, the controller 140 may determine the optimized speed profile and the optimized charging profile for a portion of the route or path of the system 100, referred to herein as a “segment.” In particular, at process 520 the controller 140 receives lookahead data. As shown in FIG. 5, the controller 140 receives the lookahead data from the remote computing system 300. In other embodiments, the controller 140 receives the lookahead data from one or more third-party computing systems 350. At process 522, the controller 140 receives the speed and charging profile for the route. As shown in FIG. 5, the controller 140 receives the speed and charging profile for the route from the remote computing system 300.[0127| At process 524, the controller 140 determines a speed and charging profile for a segment. The segment may be a portion of the route that is ahead of the vehicle 101 and within a predetermined distance of the vehicle (e.g., 1 kilometer (km), 10 km, etc.). The speed and charging profile for the segment is based, at least partially, on the speed and charging profile for the route. Advantageously, by using the speed and charging profile for the route to determine the speed and charging profile for the segment, the computational resources needed to determine the speed and charging profile for the segment are reduced. The reduction in computational resources used to determine the speed and charging profile for the segment may result in shorter calculation times, thereby allowing the controller 140 to determine the speed -39-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 and charging profile for the segment in real time or in near real time. Additionally, the reduction in computational resources used to determine the speed and charging profile for the segment may result in simpler calculations, thereby reducing the amount of processing power used by the controller 140 to determine the speed and charging profile for the segment.(0128] At process 526, the controller 140 implements the joint speed and charging profile for the segment. The controller 140 is configured to provide a control signal to the electric machine 102 regarding the speed profile. The control signal causes the electric machine 102 to operate, such that the speed of the vehicle 101 is within a predetermined amount of the desired speed defined by the speed profile. In this way, the controller 140 is configured to cause the electric machine 102 to operate such that the speed of the vehicle 101 within the predetermined amount of the desired speed value. In some embodiments, the predetermined amount may be based on the desired speed value, such as a percentage of the desired speed value (e.g., 1%, 5%, 10%, etc., of the desired speed value). For example, the controller 140 may be configured to cause the electric machine 102 to operate such that the speed of the vehicle 101 within 5% of the desired speed value. In other embodiments, the predetermined amount is a predetermined speed value, such as 5 miles per hour, 3 miles per hour, etc. For example, the controller 140 may be configured to cause the electric machine 102 to operate such that the speed of the vehicle 101 within 5 miles per hour of the desired speed value. Similarly, the controller 140 may provide a control signal to the power electronics 108, based on the charging profile. The control signal may cause the power electronics 108 to operate such that an amount of power received by the battery 106 from the stationary charger 190 and / or the DWPT device 192 (e g., via the power electronics 108) is within the predetermined amount of the power value defined by the charging profile. In some embodiments, the predetermined amount may be based on the power value, such as a percentage of the power value (e.g., 1%, 5%, 10%, etc., of the power value). For example, the controller 140 may be configured to cause the power electronics 108 to operate such that an amount of power received by the battery 106 from the stationary charger 190 and / or the DWPT device 192 is within 5% of the power value. In other embodiments, the predetermined amount is a predetermined power value, such as 1 kilowatt, 0.5 kilowatts, 0.1 kilowatts, etc. For example, the controller 140 may be configured to cause the power-40-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 electronics 108 to operate such that an amount of power received by the battery 106 from the stationary charger 190 and / or the DWPT device 192 is within 0.1 kilowatts of the power value.[0129| At process 528, the controller 140 receives feedback data. The feedback data may include, for example, a vehicle speed value, an elapsed time value (e.g., an amount of time since the speed and charging profile for the segment was implemented), a vehicle location information, and / or an SOC value. The feedback data may be received from one or more sensors 125. For example, a speed sensor may measure or determine the vehicle speed value. A computer-implemented timer may measure the amount of time since the speed and charging profile for the segment was implemented and provide the elapsed time value. A GPS sensor may acquire data regarding the location of the vehicle 101 and provide the vehicle location information. A voltage sensor may measure a voltage value regarding the battery 106 and provide the SOC value based on the voltage value.[0130| At process 530, the controller 140 receives a trigger. The trigger may be received responsive to a distance traveled by the vehicle 101 since implementing the speed and charging profile for the segment being at or above (or exceeding) a predetermined distance threshold. The predetermined distance threshold may be, for example, 1 km, 2 km, 5 km, etc. Responsive to receiving the trigger, the controller 140 may return to process 524.[01311 In some embodiments, responsive to receiving the trigger at process 530 and when the controller 140 returns to process 524, the controller 140 may use the feedback data received at process 528 to determine an updated speed and charging profile for the segment. That is, when the controller 140 returns to process 524, the controller 140 may determine an updated speed and charging profile for the segment based on the feedback data received at process 528.

[0132] In some embodiments, the controller 140 may provide the feedback data to the remote computing system 300. In these embodiments, the remote computing system 300 may use the feedback data to determine an updated speed and charging profile for the route, responsive to receiving the trigger at process 510.-41-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0133 [ As utilized herein, the terms “approximately,” “about,” “substantially,” and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.

[0134] It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).|0135] The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members coupled directly to each other, with the two members coupled to each other using one or more separate intervening members, or with the two members coupled to each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling may be mechanical, electrical, or fluidic. For example, circuit A communicably “coupled” to circuit B may signify that the circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).-42-4918-3166-4195.1Atty. Dkt. No.: 106389-9508

[0136] References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.

[0137] While various circuits with particular functionality are shown in FIG. 2, it should be understood that the controller 140 may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the processing circuit 202 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controller 140 may further control other activity beyond the scope of the present disclosure.

[0138] As mentioned above and in one configuration, the “circuits” may be implemented in machine-readable medium for execution by various types of processors, such as the ADS / ADAS circuit 212 of FIG. 2. Executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

[0139] While the term “processor” is briefly defined above, the term “processor” and “processing circuit” are meant to be broadly interpreted. In this regard and as mentioned above, the “processor” may be implemented as one or more processors, application specific integrated-43-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 circuits (ASICs), field programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components structured to execute instructions provided by memory. The one or more processors may take the form of a single core processor, multi-core processor (e.g., a dual core processor, triple core processor, quad core processor, etc.), microprocessor, etc. In some embodiments, the one or more processors may be external to the apparatus, for example the one or more processors may be a remote processor (e.g., a cloudbased processor). Alternatively or additionally, the one or more processors may be internal and / or local to the apparatus. In this regard, a given circuit or components thereof may be disposed locally (e.g., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud-based server). To that end, a “circuit” as described herein may include components that are distributed across one or more locations.[0140| Embodiments within the scope of the present disclosure include program products comprising computer or machine-readable media for carrying or having computer or machineexecutable instructions or data structures stored thereon. Such machine-readable media can be any available media that can be accessed by a computer. The computer readable medium may be a tangible computer readable storage medium storing the computer readable program code. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the computer readable medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, and / or store computer readable program code for use by and / or in connection with an instruction execution system, apparatus, or device. Machine-executable instructions include, for example, instructions and data which cause a computer or processing machine to perform a certain function or group of functions.-44-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[01411 The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electro-magnetic, magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device.Computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), or the like, or any suitable combination of the foregoing.

[0142] In one embodiment, the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums. For example, computer readable program code may be both propagated as an electromagnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.

[0143] Computer readable program code for carrying out operations for aspects of the present disclosure may be written in any combination of one or more other programming languages, including an object-oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone computer-readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).-45-4918-3166-4195.1Atty. Dkt. No.: 106389-9508[0144| The program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function / act specified in the schematic flowchart diagrams and / or schematic block diagrams block or blocks.[0145 | Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps.10146) It is important to note that the construction and arrangement of the apparatus and system as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein.-46-4918-3166-4195.1

Claims

Atty. Dkt. No.: 106389-9508WHAT IS CLAIMED IS:

1. A system comprising: a controller coupled to an electric machine, power electronics, and a battery, the controller comprising at least one processor and at least one memory device storing instructions that, when executed by the at least one processor, cause the controller to perform operations comprising: receiving lookahead information regarding a mission of the system; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile comprising a speed profile including a recommended speed for the system along the segment of the mission and a charging profile including a recommended charging power for the system during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the system; and implementing the joint speed and charging profile comprising: causing the electric machine to operate such that a speed of the system is within a predetermined amount of the recommended speed; and causing the power electronics to operate such that an amount of power received by the battery is within the predetermined amount of the recommended charging power.

2. The system of claim 1, wherein the segment of the mission is a portion of a path of the mission that is at or below a predetermined distance away from the system.

3. The system of claim 1, wherein the lookahead information comprises a location of a stationary charging station, wherein the charging profile is based on the location of the stationary charging station relative to a location of the system.

4. The system of claim 1, wherein the lookahead information comprises a location of a dynamic wireless power transfer device relative to a location of the system, and the charging-47-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 profile is based on the location of the dynamic wireless power transfer device relative to the location of the system.

5. The system of claim 1, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations comprising receiving, from a remote computing system, a speed profile for a route of the mission and a charging profile for the route of the mission, wherein the speed profile for the segment is based on the speed profile for the route of the mission and the charging profile for the segment is based on the charging profile for the route of the mission.

6. The system of claim 5, wherein the speed profile for the route of the mission and the charging profile for the route of the mission are determined using a nonlinear programming joint speed and charging profile model comprising at least one nonlinear equation that, when solved, provides one or more values for the joint speed and charging profile including at least one of a target speed value, a target torque value for the electric machine, a target speed value for the electric machine, a charging power value for charging via a dynamic wireless power transfer device, and / or a charging power value for charging via a stationary charger.

7. The system of claim 1, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations comprising receiving, from an edge device coupled to the controller, a speed profile for a route of the mission and a charging profile for the route of the mission, wherein the speed profile for the segment is based on the speed profile for the route of the mission and the charging profile for the segment is based on the charging profile for the route of the mission.

8. A method comprising: receiving lookahead information regarding a mission of a vehicle; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile comprising a speed profile including a recommended speed for the vehicle along the segment of the mission and a-48-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 charging profile including a recommended charging power for the vehicle during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the vehicle; and implementing the joint speed and charging profile comprising: causing an electric machine of the vehicle to operate such that a speed of the vehicle is within a predetermined amount of the recommended speed; and causing power electronics of the vehicle to operate such that an amount of power received by a battery of the vehicle is within the predetermined amount of the recommended charging power.

9. The method of claim 8, wherein the segment of the mission is a portion of a path of the mission that is at or below a predetermined distance from the vehicle.

10. The method of claim 8, wherein the lookahead information comprises a location of a stationary charging station, wherein the charging profile is based on the location of the stationary charging station relative to a location of the vehicle.

11. The method of claim 8, wherein the lookahead information comprises a location of a dynamic wireless power transfer device relative to a location of the vehicle, and the charging profile is based on the location of the dynamic wireless power transfer device relative to the location of the vehicle.

12. The method of claim 8, further comprising receiving a speed profile for a route of the mission and a charging profile for the route of the mission, wherein the speed profile for the segment is based on the speed profile for the route of the mission and the charging profile for the segment is based on the charging profile for the route of the mission.

13. The method of claim 8, further comprising: receiving feedback data including at least one of a vehicle speed value, an elapsed time value, vehicle location information, or a state of charge value regarding the battery;-49-4918-3166-4195.1Atty. Dkt. No.: 106389-9508 receiving a trigger responsive to a distance traveled by the vehicle being at or above a predetermined distance; and using the feedback data to determine an updated speed and charging profile for the segment responsive to receiving the trigger.

14. A non-transitory computer-readable media storing instructions that, when executed by one or more processors of a computing system, cause the one or more processors to perform operations comprising: receiving lookahead information regarding a mission of a vehicle; generating, based on the lookahead information, a joint speed and charging profile for a segment of the mission, the joint speed and charging profile comprising a speed profile including a recommended speed for the vehicle along the segment of the mission and a charging profile including a recommended charging power for the vehicle during the segment of the mission such that the recommended speed and the recommended charging power reduce an energy consumption of the vehicle; and implementing the joint speed and charging profile comprising: causing an electric machine of the vehicle to operate such that a speed of the vehicle is within a predetermined amount of the recommended speed; and causing power electronics of the vehicle to operate such that an amount of power received by a battery of the vehicle is within the predetermined amount of the recommended charging power.

15. The non-transitory computer-readable media of claim 14, wherein the segment of the mission is a portion of a path of the mission that is at or below a predetermined distance from the vehicle.

16. The non-transitory computer-readable media of claim 14, wherein the lookahead information comprises a location of a stationary charging station, and wherein the charging profile is based on the location of the stationary charging station relative to a location of the vehicle.-50-4918-3166-4195.1Atty. Dkt. No.: 106389-950817. The non-transitory computer-readable media of claim 14, wherein the lookahead information comprises a location of a dynamic wireless power transfer device relative to a location of the vehicle, and the charging profile is based on the location of the dynamic wireless power transfer device relative to the location of the vehicle.

18. The non-transitory computer-readable media of claim 14, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform operations comprising receiving a speed profile for a route of the mission and a charging profile for the route of the mission, wherein the speed profile for the segment is based on the speed profile for the route of the mission and the charging profile for the segment is based on the charging profile for the route of the mission.

19. The non-transitory computer-readable media of claim 14, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations comprising: generating a model configured to generate a joint speed and charging profile for a route of the mission, wherein the joint speed and charging profile for the segment of the mission is based on the joint speed and charging profile for the route of the mission, wherein generating the model comprises: generating one or more mathematical models; generating an approximation function for approximating one or more values for use in the one or more mathematical models; defining one or more constraints on the approximation function; defining one or more variables to be minimized by the model; generating a joint speed and charging profile model; discretizing the joint speed and charging profile model; and converting the joint speed and charging profile model to a non-linear programming model comprising at least one non-linear programming equation.-51-4918-3166-4195.1Atty. Dkt. No.: 106389-950820. The non-transitory computer-readable media of claim 19, wherein: discretizing the joint speed and charging profile model includes discretizing the joint speed and charging profile model in a distance domain to obtain a finite approximation of the one or more constraints, wherein at least one constraint of the one or more constraints is defined by an integer variable; and converting the joint speed and charging profile model to a non-linear programming model comprises replacing the integer variable with an activation function that depends on a charging time value.-52-4918-3166-4195.1

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