Powertrain system and method for controlling a vehicle

Abstract

The present disclosure relates to a powertrain system (12) for an electric vehicle (10), the powertrain system comprising at least a first electric drive unit (20) configured to generate and transfer torque to any one of a drive axle assembly and a drive wheel (16), the first electric drive unit having at least one electric machine (22) and a transmission arrangement (24) configured to transfer torque from the at least one electric machine, and a second electric drive unit (40) configured to generate and transfer torque to any one of a corresponding drive axle assembly and a corresponding drive wheel (16), the second electric drive unit having at least one corresponding electric machine (42) and a corresponding transmission arrangement (44) configured to transfer torque from the at least one corresponding electric machine, wherein the powertrain system further comprises a controller (100) having processing circuitry (102) configured to: determine a need for high-precision longitudinal positioning of the vehicle; and in response to the determined need for high-precision longitudinal positioning of the vehicle, control the first and second electric drive units according to a counteracting torque mode.

Description

Docket No.: [P2024-0014W001]1POWERTRAIN SYSTEM AND METHOD FOR CONTROLLING A VEHICLETECHNICAL FIELD

[0001] The disclosure relates generally to the field of controlling an electric vehicle, such as an electric heavy-duty vehicle operating in a confined area. In particular aspects, the disclosure relates to a powertrain system for an electric vehicle, an electric vehicle and methods for controlling such electric vehicle. The disclosure can be applied to electric heavy- duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. In particular, the disclosure can be applied to autonomous electric vehicles, such as unmanned autonomous electric vehicles. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.BACKGROUND

[0002] Autonomous electric vehicles have witnessed widespread adoption in various industries, transforming efficiency and safety in tasks such as material transport and handling in confined geographical areas. For example, these vehicles are extensively used in the transportation of bulk material from loading zones to unloading zones. Their ability to operate without human intervention has significantly improved operational workflows and reduced the risk of accidents in such environments.

[0003] With the advancement of autonomous vehicle technology, the need for precise vehicle positioning has become increasingly important in various applications. In the realm of electric vehicles (EVs), precise stopping may be necessary for aligning the vehicle with charging infrastructure to ensure a proper electrical connection. Misalignment can lead to inefficient charging, increased wear on connectors, or the inability to charge altogether. Automated systems that govern vehicle movement must achieve high longitudinal precision to ensure a seamless charging process.

[0004] Similarly, in the operation of heavy-duty vehicles, such as those used in construction, mining, or logistics, precise longitudinal positioning may be crucial for efficient loading and unloading of materials. For instance, in mining operations, vehicles must position themselves accurately to receive material from loaders or to dump material at specific locations to optimize workflow and prevent spillage or operational inefficiencies.Docket No.: [P2024-0014W001]2

[0005] Thus, there is a continuing need for further improvements in vehicle control and motion management of heavy-duty vehicles, including electric vehicles operating in confined spaces.SUMMARY

[0006] According to a first aspect of the disclosure, there is provided a powertrain system for an electric vehicle. The powertrain system comprises at least a first electric drive unit configured to generate and transfer torque to any one of a drive axle assembly and a drive wheel, the first electric drive unit having at least one electric machine and a transmission arrangement configured to transfer torque from the at least one electric machine, and a second electric drive unit configured to generate and transfer torque to any one of a corresponding drive axle assembly and a corresponding drive wheel, the second electric drive unit having at least one corresponding electric machine and a corresponding transmission arrangement configured to transfer torque from the at least one corresponding electric machine. The powertrain system further comprises a controller having processing circuitry configured to: determine a need for high-precision longitudinal positioning of the vehicle; in response to the determined need for high-precision longitudinal positioning of the vehicle, control the first and second electric drive units according to a counteracting torque mode, in which each one of the transmission arrangement and the corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

[0007] The disclosure is at least partly based on the insight that operating an electric vehicle near a charging interface and other locations, such as load spot or dump spot, can lead to challenges in terms of precise positioning. In such situations, achieving high longitudinal precision may thus be necessary when controlling the vehicle. While vehicle positioning systems can provide some accuracy for high precision operations, challenges remain due to control and actuation limitations in the machine hardware.

[0008] The first aspect of the disclosure may seek to improve the longitudinal positioning of electric vehicles, particularly in relation to the high precision stopping of automated electric vehicles, which may be especially relevant for electric vehicles requiring preciseDocket No.: [P2024-0014W001]3 positioning for charging and for heavy-duty electric vehicles needing accurate placement at load or dump spots.

[0009] A technical benefit may include providing improved efficiency, responsiveness, control, and durability of the powertrain system. More specifically, by the configuration of the powertrain system and the proposed control of the powertrain system, the engagement of the transmission arrangement and the corresponding transmission arrangement are maintained in contact during longitudinal positioning of the vehicle. The feature of having each transmission arrangement engaged and actively managing the torques from the electric drive units ensures that the transmission system operates without play. To this end, the powertrain system provides for maintaining continuous engagement and minimizing, or at least reducing, phase losses, enabling the vehicle to achieve high-precision longitudinal positioning and overall better performance.

[0010] Typically, each transmission arrangement may comprise one or more gearboxes, such as a conventional gearbox, a differential etc.

[0011] The term “counteracting”, as used in the term “counteracting second torque”, typically means that the second torque is being applied to counteract the first torque.

[0012] Optionally in some examples, including in at least one preferred example, the term “one direction” refers to a forward rotational direction of the electric drive unit. Optionally in some examples, including in at least one preferred example, the term “one direction” refers to a forward direction of the vehicle.

[0013] Optionally in some examples, including in at least one preferred example, the counteracting torque mode may further comprise controlling the other electric drive unit to apply a counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased. A technical benefit may include enhanced finetuning of the longitudinal positioning. Such improvement also contributes to more accurate synchronization of the applied torques, leading to smoother and more precise vehicle movements that better align with the ideal performance of the drivetrain. More specifically, a configuration in which the counteracting torque mode may further comprise controlling the other electric drive unit to apply a counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased may allow for reducing time delay and phase loss between measurement and actuation.Docket No.: [P2024-0014W001]4

[0014] Optionally in some examples, including in at least one preferred example, the counteracting torque mode may comprise controlling the first and second electric drive units, respectively, so that the first torque always is non-zero and the counteracting second torque always is non-zero. A technical benefit may include maintaining a constant engagement of the transmission systems, which reduces lag and enhances the responsiveness and control of the vehicle during high-precision maneuvers.

[0015] Optionally in some examples, including in at least one preferred example, the counteracting torque mode may comprise controlling the first and second electric drive units, respectively, so that the counteracting second torque is a braking torque. A technical benefit may include an even more improved control of the vehicle in certain operating situations.

[0016] Optionally in some examples, including in at least one preferred example, the processing circuitry may be configured to determine the need for high-precision longitudinal positioning of the vehicle from data indicative of a need for high-precision longitudinal positioning of the vehicle. A technical benefit may include enhanced decision-making capabilities by the controller, ensuring that high-precision positioning may only be engaged when necessary, thus further improving the performance and energy efficiency.

[0017] Optionally in some examples, including in at least one preferred example, the data may be based on any one of a driver request, an automatically detected driving condition, and an automatically detected external situation requiring high-precision longitudinal positioning of the vehicle. A technical benefit may include increased adaptability of the system to various driving conditions and situations, thereby improving the overall versatility and functionality of the powertrain system.

[0018] Optionally, in some examples, including in at least one preferred example, the data may be based on a fleet coordination system request requiring high-precision longitudinal positioning of the vehicle at a given geographical location. A technical benefit may include increased adaptability of the system to various external demands, such as those from a fleet coordination system requiring precise vehicle positioning at specific locations.

[0019] Optionally in some examples, including in at least one preferred example, the processing circuitry may be configured to determine a need for high-precision longitudinal positioning of the vehicle along a route based on any one of topography data and vehicle data. A technical benefit may include the ability to proactively adjust the powertrain systemDocket No.: [P2024-0014W001]5 based on upcoming terrain or vehicle conditions, leading to a more efficient and controlled driving experience.

[0020] Optionally in some examples, including in at least one preferred example, high- precision longitudinal positioning may be a longitudinal positioning of the vehicle in which the vehicle moves in the longitudinal direction of the vehicle by a positional tolerance being within a predefined narrow range compared to a broader range for normal precision. A technical benefit may include the ability to achieve an even more accurate positioning of the vehicle, which may be relevant for applications such as automated parking, docking, or navigating tight spaces.

[0021] Optionally in some examples, including in at least one preferred example, the controller may be further configured to adjust the magnitude of any one of the first torque and the counteracting second torque based on real-time feedback from one or more vehicle sensors. A technical benefit may include real-time adjustment of the torque outputs based on current vehicle conditions, leading to enhanced performance, responsiveness, and stability of the powertrain system.

[0022] According to a second aspect of the disclosure, there is provided an electric vehicle comprising the powertrain system according to the first aspect. The second aspect of the disclosure may seek to solve the same problem as described for the first aspect of the disclosure. Thus, effects and features of the second aspect of the disclosure are largely analogous to those described above in connection with the first aspect of the disclosure.

[0023] Optionally in some examples, including in at least one preferred example, the electric vehicle may be an autonomous electric vehicle. A technical benefit may include the integration of the powertrain system into autonomous vehicles, allowing for precise and reliable control of vehicle movements, which is relevant for safe and efficient autonomous driving.

[0024] According to a third aspect of the disclosure, there is provided a controller configured to control a powertrain system according to the first aspect and / or a vehicle according to the second aspect.

[0025] According to a fourth aspect of the disclosure, there is provided a computer- implemented method for controlling a powertrain system of a vehicle, wherein the method comprises: determining, by processing circuitry of a controller, a need for high-precision longitudinal positioning of the vehicle; and, in response to the determined need for high-Docket No.: [P2024-0014W001]6 precision longitudinal positioning of the vehicle, controlling, by processing circuitry of the controller, a first and second electric drive units according to a counteracting torque mode, in which each one of a transmission arrangement and a corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

[0026] The fourth aspect of the disclosure may seek to solve the same problem(s) as described for the first to third aspects of the disclosure. Thus, effects and features of the fourth aspect of the disclosure are largely analogous to those described above in connection with the first, second and third aspects of the disclosure.

[0027] According to a fifth aspect of the disclosure, there is provided a computer program product comprising program code for performing, when executed by the processing circuitry, the method of the fourth aspect.

[0028] According to a fifth aspect of the disclosure, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry, cause the processing circuitry to perform the method of the fourth aspect.

[0029] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.

[0030] There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits and / or technical improvements.BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Examples are described in more detail below with reference to the appended drawings.Docket No.: [P2024-0014W001]7

[0032] FIG. 1 illustrates an exemplary view of an electric vehicle comprising a powertrain system having a controller configured to control positioning of the electric vehicle in a longitudinal direction the vehicle according to an example.

[0033] FIG. 2 illustrates an overview of the powertrain system of the electric vehicle in Fig. 1 according to examples.

[0034] FIG. 3 illustrates an example of controlling an electric vehicle, such as the vehicle of FIG. 1 towards a charging interface, according to the examples.

[0035] FIG. 4 illustrates another example of controlling an electric vehicle, such as the vehicle of FIG. 1 towards a dumping location, according to the examples.

[0036] FIG. 5 illustrates some examples of how to control the electric vehicle in the examples of Figs. 3 and 4.

[0037] FIG. 6 is a flow chart of an exemplary method to control a vehicle according to an example.

[0038] FIG. 7 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to an example.DETAILED DESCRIPTION

[0039] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0040] The present disclosure is at least partly based on the insight that operating an electric vehicle near a charging interface and other locations, such as load spot or dump spot, can lead to challenges in terms of precise positioning. In such situations, achieving high longitudinal precision may thus be necessary when controlling the vehicle. While vehicle positioning systems can provide some accuracy for high precision operations, challenges remain due to control and actuation limitations in the machine hardware. More specifically, vehicle positioning systems using technologies, such as GPS and other satellite-based navigation systems, may often lack the precision required for specific applications due to factors like signal degradation and inherent system inaccuracies. Advanced driver assistance systems (ADAS) and autonomous vehicle technologies that integrate sensors such as lidar system, radar system, and ultrasonic sensors have made strides in improving positioningDocket No.: [P2024-0014W001]8 accuracy, but challenges remain in achieving the high longitudinal precision necessary for specific operations.

[0041] To remedy this, the present disclosure provides a powertrain system, a vehicle including the powertrain system, a controller, and methods for controlling the vehicle, such as in a confined geographical area.

[0042] Thus, the disclosure seeks to improve the longitudinal positioning of electric vehicles, particularly in relation to the high precision stopping of automated electric vehicles, which may be especially relevant for electric vehicles requiring precise positioning for charging and for heavy-duty electric vehicles needing accurate placement at load or dump spots.

[0043] A technical benefit may include providing improved efficiency, responsiveness, control, and durability of the powertrain system. More specifically, by the configuration of the powertrain system and the proposed control of the powertrain system, the engagement of the transmission arrangement and the corresponding transmission arrangement are maintained in contact during longitudinal positioning of the vehicle. The feature of having each transmission arrangement engaged and actively managing the torques from the electric drive units ensures that the transmission system operates without play. To this end, the powertrain system provides for maintaining continuous engagement and minimizing, or at least reducing, phase losses, enabling the vehicle to achieve high-precision longitudinal positioning and overall better performance.

[0044] To this end, the proposed powertrain system allows for improving the control of the electric vehicle in a confined geographical area requiring high-precision positioning of the electric vehicle in the longitudinal direction.

[0045] Examples of such powertrain systems, vehicles and methods will now be described in relation to FIGS. 1 and 2, in combination with FIGS. 2 to 7.

[0046] In FIG. 1, there is illustrated one example of an electric vehicle 10. The vehicle 10 is here also an autonomous electric vehicle. The electric vehicle 10 may also be operated by a driver. For ease of reference, the electric vehicle will be referred to as the vehicle 10.

[0047] The vehicle 10 of FIG. 1 is a load carrying vehicle in the form of a hauler. The load carrying vehicle 10 comprises a chassis 30 and a load carrying container 31 connected to the chassis 30. The chassis 30 is configured to support the load carrying container 31. The load carrying container 31 is configured to carry materials, such as mining shovel or the like.Docket No.: [P2024-0014W001]9While the vehicle 10 in FIG. 1 is illustrated as a load carrying vehicle, the vehicle 10 may be of any type of vehicle suitable for transporting people and / or goods, such as bulk material from one location to another. For example, the vehicle may be a heavy-duty vehicle, such as a truck, excavator, loader, articulated hauler, dump truck, or any other suitable vehicle known in the art.

[0048] The vehicle 10 may be driven by an operator, a controller 100, a remote-control center in communication with the controller 100 and / or a combination thereof, as is commonly known in the art. In some examples, when the vehicle 10 is an autonomous vehicle, the vehicle can also be controlled by a vehicle motion management (VMM) unit configured to individually control vehicle units, vehicle axles and / or wheels of the vehicle 10.

[0049] As illustrated in FIG. 1, the vehicle 10 comprises a powertrain system 12. The powertrain system 12 is configured to provide traction power for the vehicle 10. The traction power is delivered to one or more ground engaging members, e.g. one or more wheels 15, 16 of the vehicle 10.

[0050] The powertrain systeml2 is an electric powertrain system. In other words, the powertrain system 12 is an electric powertrain system and the vehicle 10 is a fully electrical vehicle. As such, the electric powertrain system 12 typically comprises any one of a battery system 18 and a fuel cell system 19. Moreover, as illustrated in FIG. 2, the electric powertrain system 12 comprises a set of electric machines 22, 42 configured to function as propulsion units, respectively. Each one of the electric machines 22, 42 is an energy converting unit configured to generate a torque.

[0051] Each one of the electric machines 22, 42 is powered by any one of the battery system 18 and the fuel cell system 19. The battery system 18 comprises one or more battery packs having multiple battery cells. Analogously, the fuel cell system 19 may comprise one or more fuel cell stacks having multiple fuel cells. It should be noted that the electric powertrain system 12 may include one battery system for each electric machine or a common battery system for the set of electric machines. Analogously, the electric powertrain system 12 may include one fuel cell system for each electric machine or a common fuel cell system for the set of electric machines. In some examples, the electric powertrain system 12 only comprises the battery system 18. In other examples, the electric powertrain system 12 only comprises the fuel cell system 19. In yet other examples, the electric powertrain system 12 comprises a combination of a battery system 18 and a fuel cell system 19. The configurationDocket No.: [P2024-0014W001]10 of the battery system 18 and the fuel cell system 19 in an electric powertrain system 12 can be provided in several different ways, as is commonly known in the art. For ease of reference, the electric powertrain system will herein be referred to as the powertrain system 12.

[0052] To sum up, the powertrain system 12 in FIGS. 1 and 2 here comprises a plurality of propulsion units and power sources in the form of the electric machines 20, 40, the battery system 18 and the fuel cell system 19. To this end, the traction power is delivered to the wheels, such as the pair of wheels 15, 16, by any one of the battery system 18 and the fuel cell system 19 in cooperation with electric machines 22, 42. It should be noted that the vehicle 10 may in some configurations also include a supporting internal combustion.

[0053] The electric machines are here integral parts of a set of electric drive units 20, 40, respectively, as illustrated in Fig. 2.

[0054] One example of the powertrain system 12 will now be further described with reference to Fig 1 in conjunction with Fig. 2.

[0055] As shown in Fig. 2, the powertrain system 12 comprises a first electric drive unit 20. The first electric drive unit 20 is configured to generate and transfer torque to any one of a drive axle assembly 11 and a drive wheel 15. In Figs. 1 and 2, the first electric drive unit 20 is configured to generate and transfer torque to the drive axle assembly 11. The drive axle assembly 11 is here connected to a pair of drive wheels 15. Accordingly, the drive axle assembly 11 is configured to transfer torque to the drive wheels 15.

[0056] The drive axle assembly 11 comprises a drive axle. The drive axle assembly 11 may comprise a number of connected drive axels forming an interconnected drive axle assembly 11. In FIGS. 1 and 2, the drive axle assembly 11 is a front drive axle assembly. Hence, the drive axle assembly 11 comprises a front axle. The front axle is connected to the pair of front wheels 15 so as to drive (transfer torque) the wheels.15. As such, the wheels 15 are here connected to the drive axle assembly 11. In other examples, the wheels 15 are integral part of the drive axle assembly 11.

[0057] The first electric drive unit 20 comprises an electric machine 22. The electric machine 22 is typically the torque generating device of the first electric drive unit 20.

[0058] Moreover, first electric drive unit 20 comprises a transmission arrangement 24. The transmission arrangement 24 is configured to transfer torque from the electric machine 22. The transmission arrangement 24 is thus typically the torque transfer device of the first electric drive unit 20.Docket No.: [P2024-0014W001]11

[0059] As such, the electric machine 22 is configured to generate torque that is transferred to the drive axle assembly 11 through the transmission arrangement 24.

[0060] The transmission arrangement 24 is configured to transfer a rotational movement from the electric machine 22 to a propulsion shaft, sometimes denoted as the drive shaft. The propulsion shaft connects the transmission arrangement to the wheels 15. Some vehicles may use a traditional multi-speed transmission, while others employ single-speed transmissions or direct-drive configurations for simplicity and efficiency. Furthermore, although not shown, the electrical machine 22 is typically coupled to the transmission arrangement by a clutch. The electric machine 22 is arranged to receive electric power from any one of the battery system 18 and the fuel cell system 19. The electric machine 22 is here also arranged specifically as a traction electric machine for the vehicle 10. The traction electric machine is configured to provide traction power to the vehicle 10. One example of an electric machine is a permanent magnet synchronous electric machine.

[0061] In some examples, the electric machine may be provided in the form of a wheel hub electric machine. In this configuration, the electric machine 22 is configured to generate torque that is transferred directly to the drive wheel 15 through the transmission arrangement 24.

[0062] Hence, the first electric drive unit 20 can transfer torque to the drive wheel(s) in several different ways, including that the first electric drive unit 20 is configured to generate and transfer torque directly to the drive axle assembly 11, and then to the drive wheels 15; the first electric drive unit 20 is configured to generate and transfer torque directly to the drive wheel 15, and a combination thereof, i.e. the first electric drive unit 20 is configured to generate and transfer torque directly to the drive axle assembly 11, and then to the drive wheels 15 and the first electric drive unit 20 is configured to generate and transfer torque directly to the drive wheel 15.

[0063] Analogously, the powertrain system 12 comprises a second electric drive unit 40. The second electric drive unit 40 is configured to generate and transfer torque to any one of a corresponding drive axle assembly 13 and a corresponding drive wheel 16. In Figs. 1 and 2, the second electric drive unit 40 is configured to generate and transfer torque to the corresponding drive axle assembly 13. The corresponding drive axle assembly 13 is here connected to a pair of corresponding drive wheels 16. Accordingly, the corresponding drive axle assembly 13 is configured to transfer torque to the corresponding drive wheels 16.Docket No.: [P2024-0014W001]12

[0064] The corresponding drive axle assembly 13 comprises a corresponding drive axle. The corresponding drive axle assembly 13 may comprise a number of connected drive axels forming an interconnected corresponding drive axle assembly 13. In FIGS. 1 and 2, the corresponding drive axle assembly 13 is a rear drive axle assembly. Hence, the corresponding drive axle assembly 13 comprises a rear axle. The rear axle is connected to the pair of rear wheels 16 so as to drive (transfer torque) the wheels.16. As such, the wheels 16 are here connected to the corresponding drive axle assembly 13. In other examples, the wheels 16 are integral part of corresponding the drive axle assembly 13.

[0065] The second electric drive unit 40 comprises a corresponding electric machine 42. The corresponding electric machine 42 is typically the torque generating device of the second electric drive unit 40.

[0066] Moreover, second electric drive unit 40 comprises a corresponding transmission arrangement 44. The corresponding transmission arrangement 44 is configured to transfer torque from the corresponding electric machine 42. The transmission arrangement 44 is thus typically the torque transfer device of the second electric drive unit 40.

[0067] As such, the corresponding electric machine 42 is configured to generate torque that is transferred to the corresponding drive axle assembly 13 through the corresponding transmission arrangement 44.

[0068] In some examples, the corresponding electric machine may be provided in the form of a wheel hub electric machine. In this configuration, the electric machine 42 is configured to generate torque that is transferred to directly to the drive wheel 16 through the corresponding transmission arrangement 44.

[0069] Hence, the second electric drive unit 40 can transfer torque to the drive wheel(s) in several different ways, including that the second electric drive unit 40 is configured to generate and transfer torque directly to the drive axle assembly 13, and then to the drive wheels 16; the second electric drive unit 40 is configured to generate and transfer torque directly to the drive wheel 16, and a combination thereof, i.e. the second electric drive unit 40 is configured to generate and transfer torque directly to the drive axle assembly 13, and then to the drive wheels 16 and the second electric drive unit 40 is configured to generate and transfer torque directly to the drive wheel 16.

[0070] It should be noted that the powertrain system 12 may comprises additional electric drive units having a corresponding electric machine and a corresponding transmissionDocket No.: [P2024-0014W001]13 arrangement. Hence, in one example, the powertrain system 12 comprises three electric drive units.

[0071] As mentioned above, the electric machines 22, 42 are responsible for converting electrical energy from the battery system 18 and / or the fuel cell system 19 into mechanical power to drive the wheels, such as the set of wheels 15, 16. The electric machine 22. 42 are thus configured to provide traction power to the vehicle 10. Each one of the electric machines 22, 42 is configured to be connected to the battery system 18 and the fuel cell system 19.

[0072] Moreover, each electric machine 22, 42 of each electric drive unit 20, 40 is configured to produce positive and negative torque in both directions.

[0073] Each one of the transmission arrangements comprises at least one gearbox. The gearbox is typically connected to the electric machine. In addition, or alternatively, the gearbox can be positioned later in the mechanical chain towards the wheels. Such gearboxes comprise a set of gears for managing the torque transfer. These gears introduce play due to limited mechanical tolerances which causes delay before torque is fully transmitted.

[0074] It should be noted that a transmission arrangement can comprise a number of gearboxes. Moreover, the transmission arrangement may comprise a differential. Hence, the term transmission arrangement refers to an arrangement with any one a gearbox, an arrangement with multiple gearboxes, a differential and any of torque transfer arrangement in which a play can occur between gears. By way of example, a differential also comprises at least a gear, e.g. a ring gear, pinion gear, side gears, and spider gears. The differential allows the wheels on the same axle to rotate at different speeds. The differential can be any one of an open differential, a limited-slip differential and a locking differential. The differential may include a differential lock configured to lock the differential to provide equal torque to both wheels on an axle.

[0075] In some examples, where the vehicle 10 is an autonomous electric vehicle, the vehicle 10 also comprises front wheel and rear wheel steering. Hence, as illustrated in FIG. 1, the vehicle 10 here comprises a front wheel steering device 28 and a rear wheel steering device 26. Each one of the front wheel steering device 28 and the rear wheel steering device 26 is configured to control steering of the respective axle and its corresponding wheels. Each one of the front wheel steering device 28 and the rear wheel steering device 26 is connected to the controller 100. Hence, the controller 100 is configured to control steering of the front axle (e.g. the drive axle of the drive axle assembly 11) and the rear axle (e.g. the drive axle ofDocket No.: [P2024-0014W001]14 the corresponding drive axle assembly 13). The steering of the front axle and the rear axle can be performed either individually, or in combination. As such, the controller 100 is configured to control steering of the front axle and the rear axle by means of the front wheel steering device 28 and the rear wheel steering device 26, respectively.

[0076] As depicted in FIG. 1, the powertrain system 12 further comprises a controller 100. The controller 100 comprises processing circuitry 102. The processing circuitry 102 is configured to control the vehicle 10, as described herein. The controller 100 may also comprise a memory and a system bus (although not illustrated). These components and further optional technical details of the controller 100 are described in relation to FIG. 7.

[0077] The processing circuitry 102 is configured to determine a need for high-precision longitudinal positioning of the vehicle. Further, the processing circuitry 102 is configured to control the first and second electric drive units according to a counteracting torque mode. More specifically, the processing circuitry 102 is configured to control the first and second electric drive units according to a counteracting torque mode, in response to the determined need for high-precision longitudinal positioning of the vehicle 10. The counteracting torque mode is a mode of the first and second electric drive units 20, 40 of the powertrain system 12, in which each one of the transmission arrangement 24 and the corresponding transmission arrangement 44 is set in an engaged state and at least one electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a counteracting second torque to the first torque. As such, the counteracting torque mode is also typically a mode of the powertrain system 12.

[0078] By way of example, in the counteracting torque mode, the second torque is being applied to counteract the first torque. In this manner, the engagement of the transmission arrangement 24 and the corresponding transmission arrangement 44 are maintained in contact during longitudinal positioning of the vehicle 10. As such, both the transmission arrangement 24 and corresponding transmission arrangement 44 are always in an engaged state, ensuring that there is no disengagement or play between the two transmission arrangements 24, 44, and between the components within each one the transmission arrangement 24 and corresponding transmission arrangement 44.

[0079] By having each transmission arrangement 24, 44 engaged and actively managing the torques from the electric drive units 20, 40, the controller 90 controls the operation of theDocket No.: [P2024-0014W001]15 transmission arrangement 24, 44 and the powertrain system 12 so that the overall transmission system operates without play. Such configuration and operation of the electric drive units 20, 40 not only provides improved control, but also improved efficiency and responsiveness of the powertrain system 12, which is particularly beneficial during high- precision positioning of the vehicle 10. By maintaining continuous engagement and minimizing, or at least reducing, phase losses, the vehicle 10 can achieve high-precision longitudinal positioning and overall better performance. Phase losses refer to the inefficiencies that occur when there is a delay or discrepancy in the engagement of transmission components. By ensuring that torques are always different from zero and actively managed, phase losses can be reduced, leading to more direct power transfer. Continuous engagement of transmission components further provides improved vehicle responsiveness in that the control unit can more precisely manage torque distribution.

[0080] In this context, high-precision longitudinal positioning is typically a longitudinal positioning of the vehicle 10 in which the vehicle 10 moves in a longitudinal direction L of the vehicle 10 by a positional tolerance that is within a predefined narrow range compared to a broader range for normal longitudinal positioning precision.

[0081] As such, the processing circuitry 102 is configured to make a distinction between high-precision longitudinal positioning and normal precision longitudinal positioning. By way of example, the processing circuitry 102 is configured to make a distinction between high-precision longitudinal positioning and normal precision longitudinal positioning by specifying that high-precision longitudinal positioning involves maintaining the vehicle's position within a tighter tolerance compared to normal longitudinal positioning precision. By way of example, high-precision longitudinal positioning of the vehicle 10 refers to a positional tolerance within ±10 cm relative to the true position in the world.

[0082] Typically, the counteracting torque mode further comprises controlling the other electric drive unit to apply a counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased.

[0083] Typically, the counteracting torque mode comprises controlling the first and second electric drive units 20,40 so that the first torque always is non-zero and the counteracting second torque always is non-zero. That is, the torques provided from the first and second electric drive units 20,40 are either positive or negative, which here means that the torques are different from zero. Positive and negative torques are different from the zero-Docket No.: [P2024-0014W001]16 torque point, which is the position where the torque applied by the electric machine and transferred via the respective transmission arrangement to the wheel(s) is zero. As such, the zero-torque point serves as a reference for the controller. By managing the torques always to be different from zero, the system ensures that there is always tension within the transmission components, preventing any play.

[0084] Positive torque is typically applied to propel the vehicle forward, facilitating acceleration and maintaining motion of the vehicle. Negative torque, on the other hand, is typically used to decelerate the vehicle, often through regenerative braking, where the electric machine functions as a generator to convert kinetic energy into electrical energy and store it in battery system. As such, positive torque is when the electric machine applies torque in the direction that causes the intended forward or operational rotation. Negative torque is when the electric machine applies torque in the opposite direction, effectively acting as a braking force or causing reverse rotation of the electric machine. Negative torque can be applied to slow down the vehicle through regenerative braking. The braking torque generated by the electric machine is transmitted through the transmission arrangement to the wheels of the vehicle 10. The transmitted braking force acts against the forward motion of the vehicle 10, decelerating it or bringing it to a stop.

[0085] In one example, the counteracting torque mode comprises controlling the first and second electric drive units 20,40 so that the counteracting second torque is a braking torque.

[0086] The need for high-precision longitudinal positioning of the vehicle 10 can be determined in several different manners. By way of example, the processing circuitry 102 is configured to determine the need for high-precision longitudinal positioning of the vehicle 10 from data indicative of a need for high-precision longitudinal positioning of the vehicle 10.

[0087] The data is e.g. based on any one of a driver request, an automatically detected driving condition and an automatically detected external situation requiring high-precision longitudinal positioning of the vehicle 10. The external situation may refer to a charging situation or at, or during, a pocket dumping event, or at an automatic parking of the vehicle 10.

[0088] In addition, or alternatively, the data is based on a fleet coordination system request requiring high-precision longitudinal positioning of the vehicle 10 at a given geographical location. For example, the controller 100 is in communication with a fleet coordination system configured to transfer a request to the controller 100 containing a high-Docket No.: [P2024-0014W001]17 precision longitudinal positioning requirement for the vehicle 10. The high-precision longitudinal positioning requirement can be obtained from sensors, GPS, navigational data and / or topology data of the route for the vehicle 10.

[0089] In addition, or alternatively, the controller 100 is directly in communication with sensors and GPS so as to monitor driving conditions and external conditions, and subsequently determine when high precision longitudinal positioning of the vehicle 10 is necessary.

[0090] The need for high-precision longitudinal positioning of the vehicle 10 can be determined by the processing circuitry 102 from received travel mission data for the vehicle 10. For example, the processing circuitry 102 receives travel mission data containing data about an intended route for completing a transport mission. To this end, the processing circuitry 102 obtains transport mission characteristics for an upcoming transport mission for the vehicle 10. The travel mission data can be varied for different types of vehicles 10. By way of example, the travel mission data contains data indicative of a requested transport mission to transport materials and / or goods from a first point (position / location) to a second point (position / location) along a planned route. In other words, the transport should be performed by the vehicle 10 from the geographical starting point (first position) to a geographical destination (second position). In this example, the travel mission data contains data indicating a need for high-precision longitudinal positioning of the vehicle 10 at geographical destination. Other examples are also possible, such as a transportation of people. The processing circuitry 102 is typically configured to determine transport mission characteristics for the upcoming transport mission for the vehicle 10 based on the received transport mission data. The travel mission data can be provided in several different manners to the processing circuitry 102. In addition, the travel mission data may contain several different types of data. By way of example, the travel mission data for the upcoming transport mission for the vehicle 10 comprises transport mission data indicative of at least the destination location and a destination time. The destination time refers to a point in time for the vehicle 10 to arrive at the destination point.

[0091] In addition, or alternatively, the processing circuitry 102 is configured to determine a need for high-precision longitudinal positioning of the vehicle 10 along a route based on any one of topography data and vehicle data. Thus, the processing circuitry 102 is typically also configured to obtain topography data and vehicle data, including e.g. real-timeDocket No.: [P2024-0014W001]18 road condition data for the route (and / or the road). From the real-time road condition data, the processing circuitry 102 determines one or more vehicle pathway characteristic for the road based on topology data. The vehicle pathway characteristic can be provided in several different manners to the processing circuitry 102. In addition, the vehicle pathway characteristic may contain several different types of data. By way of example, the vehicle pathway characteristic is obtained from data of a topology map over the road. The topology data / topology map can be obtained from a drone scan 3D map.

[0092] In addition, or alternatively, the processing circuitry 102 is configured to obtain topology data from a number of data sources, such as digital maps, GPS data, or geographic information system (GIS) databases. These sources may generally include relevant information about the road network, including roads, elevation data, inclination data, and potential destinations. In one example, the topology data is received by the processing circuitry 102 from a route planner system of the controller 100 and / or the vehicle 10. In other examples, the topology data is obtained from previous transport missions along the planned route.

[0093] Moreover, the vehicle pathway characteristic here comprises data indicative of at least a road inclination. For example, the vehicle pathway characteristic comprises data indicative of a road inclination associated with the geographical position and / or the intended route for the vehicle 10.

[0094] In addition, or alternatively, the topology data of the intended route for the transport mission may comprise relevant data for determining the route profile at the geographical position and / or for the intended route for the vehicle 10, including elevation changes, inclination and inclination changes, road grade, and terrain type (urban, highway, off-road, etc.).

[0095] In addition, or alternatively, the processing circuitry 102 is further configured to adjust the magnitude of any one of the first torque and the counteracting second torque based on real-time feedback from one or more vehicle sensors. The one or more vehicle sensors may comprise at least one 2D Lidar sensor, at least one 3D Lidar sensor, at least one camera unit, at least one wireless device for network positioning, or any other suitable sensor.

[0096] Controlling the first and second electric drive units 20, 40 according to the counteracting torque mode may be useful during driving forward with a need for precision control of the vehicle 10.Docket No.: [P2024-0014W001]19

[0097] In such examples, at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction corresponding to a forward direction of the vehicle 10. That is, at least one electric drive unit among the first and second electric drive units 20, 40 is controlled, by the processing circuitry 102, to provide a first torque in the forward direction of the vehicle 10, and the other electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a counteracting second torque to the first torque.

[0098] FIGS. 3 and 4 illustrate a number of situations when a control of the first and second electric drive units 20, 40 according to the counteracting torque mode may be particularly useful. In these examples, the vehicle 10 is the autonomous electric vehicle as described in relation to FIGS. 1 and 2.

[0099] FIG. 3 illustrates an example of controlling the vehicle 10 in a high-precision positioning situation 200 in the form of a charging situation. That is, the vehicle 10 needs to be positioned in the longitudinal direction L along a pathway in a confined geographical area and in relation to the destination indicated by reference X, which is a suitable destination for ensuring reliable charging of the vehicle at the charging infrastructure 220. Thus, the vehicle 10 needs to be positioned in relation to the charging infrastructure 220. FIG. 4 illustrates a similar example of when there is a need for high-precision positioning of the vehicle 10 in the longitudinal direction L. In FIG. 4, the vehicle 10 approaches a dumping location 220. Hence, FIG. 4 illustrates an automatically detected external situation in the form of a pocket dumping event 200, requiring high-precision longitudinal positioning of the vehicle 10.

[0100] In the above situations, exemplified by FIGS. 3 and 4, the controller 100 can be used to control the first and second electric drive units 20, 40 according to the counteracting torque mode.

[0101] Initially, the processing circuitry 102 obtains data indicative of a need for high- precision longitudinal positioning of the vehicle 10. In these examples, the data is based on an automatically detected external situation requiring high-precision longitudinal positioning of the vehicle. The automatically detected external situation is detected from topography data and vehicle data, including receiving data indicative of the real-time position of the vehicle 10 and the location of the charging infrastructure 220, e.g. data about the location of the needed positioning of the vehicle 10 at location X (FIG. 3).Docket No.: [P2024-0014W001]20

[0102] In response to the data of the automatically detected external situation, the processing circuitry 102 determines that there is a need for high-precision longitudinal positioning of the vehicle 10. The need for high-precision longitudinal positioning of the vehicle 10 can also be determined by receiving data of an automatically detected driving condition indicating a need for high-precision longitudinal positioning of the vehicle 10, or any other situation, including e.g. a request from the driver.

[0103] Subsequently, in response to the determined need for high-precision longitudinal positioning of the vehicle 10, the controller 100 controls the first and second electric drive units 20, 40 according to the counteracting torque mode, in which each one of the transmission arrangement 24 and the corresponding transmission arrangement 44 is set in an engaged state and at least one electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a first torque in a forward direction of the vehicle 10, and the other electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a counteracting second torque to the first torque.

[0104] In FIG. 3, the first electric drive unit 20 is controlled to generate a forward torque T1 to propel the vehicle 10, while the second electric drive unit 40 is controlled to generate a counteracting torque T2 to balance and stabilize the power transfer from the respective electric machines 22, 42, and thus the power transfer from the powertrain system 10 to the wheels 15, 16 of the vehicle 10. As such, the above setup and control of the first and second electric drive units 20, 40 ensure that the transmission components of each transmission arrangement 24, 44 remain engaged, providing smooth and precise control of the longitudinal positioning of the vehicle 10 until the vehicle 10 is positioned at the charging infrastructure 220 at location X.

[0105] It should be noted that, as mentioned herein, the term “one direction” typically refers to a forward rotational direction of an electric drive unit, which, in the examples of FIGS. 3 and 4, typically corresponds to the forward direction of the vehicle 10.

[0106] The above examples in relation to FIGS. 3 and 4 are only brief examples of the disclosure for the ease of describing and illustrating the operations of the proposed powertrain system 12, the controller 100 and the methods herein.

[0107] The first and second electric drive units 20, 40 can be controlled in several different manners according to the counteracting torque mode. FIG. 5 illustrates a number of examples on how to control the torques of the first and second electric drive units 20, 40 toDocket No.: [P2024-0014W001]21 ensure that the transmission arrangement 24 and the corresponding transmission arrangement 44 are each set in their engaged state and that at least one electric drive unit among the first and second electric drive units 24, 44 is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units 24, 44 is controlled to provide a counteracting second torque to the first torque.

[0108] As mentioned above, each electric machine 22, 42 of each electric drive unit 20, 40 can produce positive and negative torque in both directions. The control of each electric machine 22, 42 of each electric drive unit 20, 40 is performed by the controller 100. The controller 100 communicates with each electric drive unit 20, 40, including the electric machines and the transmission arrangement, via a controller area network (CAN) bus. Typically, the controller 100 sends torque demands every few milliseconds to each electric drive unit. In response, each one of the electric drive units 20, 40 develops the demanded torque at the respective electric machine 22, 42, which is subsequently transferred to the wheels 15, 16 via the respective transmission arrangement 24, 44.

[0109] In FIG. 5, the y-axis represents the torque in Nm and the x-axis represents the time in seconds. The graphs in FIG. 5 illustrate the torques provided from the first and second electric drive units 20, 40 for a given time period, where the torque from the first electric drive unit 10 is indicated with T1 and the torque from the second electric drive unit 40 is indicated with T2. The sum of the torques from the first and second electric drive units 20, 40 is indicated with Tsum. Moreover, the line at y = 0 here represents the zero-torque point.

[0110] The upper graph illustrates one example of a situation where the provided torque from the first electric drive unit 20 is different from the zero-torque point and the second electric drive unit 40 is different from the zero-torque point, i.e. there is no crossing of the zero-torque point along the x-axis. In this context, it should be noted that a zero-torque transfer of one electric drive unit 20, 40 typically causes a play in the respective transmission arrangement, as described above. In this example, the electric machine 22 of the first electric drive unit 20 generates a positive torque Tl, which is about 50 percent of the total torque Tsum, and the electric machine 42 of the second electric drive unit 40 generates a positive torque T2, which is about 50 percent of the total torque Tsum.[OHl] In the middle graph, there is illustrated another example of controlling each electric drive unit 20, 40 according to the counteracting torque mode so as to avoid crossing of the zero-torque point. In this examples, the controller 100 controls the second electric driveDocket No.: [P2024-0014W001]22 unit 40 to provide a braking torque, i.e. a negative torque T2. That is, the controller 100 applies a negative torque command to the electric machine 42 so that the second electric unit 40 transfer a negative torque T2 to the wheels 16. Moreover, in this example, the first electric drive unit 20 generates and transfer a positive torque Tl. As such, the first electric drive unit 20 generates a positive torque Tl in the forward direction, corresponding to the longitudinal direction L, so as to control the entire movement of the vehicle 10. Such example also avoids crossing of the zero-torque point.

[0112] The lower graph illustrates another example of controlling each electric drive unit 20, 40 according to the counteracting torque mode. In this example, the first electric drive unit 20 generates a positive torque Tl in the forward rotational direction of the electric machine 22, while the second electric drive unit 40 generates a counteracting torque T2 in the rearward rotational direction of the electric machine 42, i.e., a negative torque, to control the movement of the vehicle 10. As such, the forward and rearward directions here typically refer to the rotational directions of the respective electric machine. The forward and rearward rotational directions of the electric machine typically align with the forward and rearward rotations of the tires, although minor variations may occur depending on the specific drivetrain configuration.

[0113] The increase or decrease in the torque level can be determined based on an estimation of an absolute value of the torque level. An absolute value in this context refers to a quantifiable measure or index of torque level at a given time. This could include metrics like the degree of torque applied to the wheels. In addition, or alternatively, the processing circuitry 102 can be configured to continuously monitor various parameters like wheel torque, wheel speed and other parameters. These parameters are used to compute a current torque level. The torque is typically controlled and determined by the processing circuitry 102 using a common vector control method. Vector control, also called field-oriented control (FOC), is a variable-frequency drive (VFD) control method in which the stator currents of a three-phase AC or brushless DC electric motor are identified as two orthogonal components that can be visualized with a vector. One component defines the magnetic flux of the motor, the other the torque. The processing circuitry calculates the corresponding current component references from the flux and torque references given by the drive's speed control. Typically proportional-integral (PI) controllers are used to keep the measured current components at their reference values. The pulse-width modulation of the variable-frequency drive definesDocket No.: [P2024-0014W001]23 the transistor switching according to the stator voltage references that are the output of the PI current controllers. For example, the torque commands from the processing circuitry 102 to the electric drive unit(s) typically contain data of the torque in Nm or fraction of maximum.

[0114] It should also be noted that in the above examples, as described in relation to FIGS. 3 and 4, the autonomous electric vehicle 10 of any one of FIGS. 3 and 4 may be configured to autonomously navigate towards the destination X. To navigate towards to, and until reaching the destination X, the autonomous vehicle 10 needs to know its location with respect to the destination X. To locate the vehicle 10 with respect to the destination X, a localization service may be used. To this end, the vehicle 10 is here arranged with a set of sensors (not illustrated). Any sensor in the set of sensors may be mounted at any suitable location of the autonomous vehicle 10. For example, the set of sensors may comprise at least one 2D Lidar sensor, at least one 3D Lidar sensor, at least one camera unit, at least one wireless device for network positioning, or any other suitable sensor. In some examples, the at least one 2D Lidar sensor may be arranged on multiple or all sides of the autonomous vehicle 10, e.g. such that the at least one 2D Lidar sensor is capable of scanning all surroundings of the autonomous vehicle 10. The at least one 3D Lidar sensor may be arranged on the roof of the autonomous vehicle 10 to be able to scan 360 degrees around the autonomous vehicle 10. The at least one wireless device may comprise any suitable wireless device which can communicate with any number of suitable network entities in a wireless network. Based on a signal from the wireless device, the network entities may be able to triangulate the position of the wireless device, and thereby also locate the autonomous vehicle 10, and report the location back to the wireless device. Any other suitable methodology for locating the autonomous vehicle 10 with the use of the wireless network may also apply. For example, this may be any suitable telecommunications positioning methodology, e.g. by using ultra-wide band positioning and triangulation. The at least one camera unit may comprise one or more different types of camera units arranged in one or more places of the autonomous vehicle 10. The at least one camera unit may comprise a Red, Green, Blue and Depth (RGBD) sensor camera unit which can record the surroundings and account for depth. The at least one camera unit may additionally, or alternatively, comprise any one of one or more infrared cameras, heat cameras, stereo cameras. Furthermore, the set of sensors may comprise any suitable sensor device for communicating with a Global Navigation Satellite System (GNSS) for finding the location of the autonomous vehicle 10 based onDocket No.: [P2024-0014W001]24 communication with satellites. The GNSS may for example be GPS or any other alternatives, e.g. BeiDou, Galileo, GLONASS, or any other suitable satellite positioning system. Other navigation systems are also conceivable as used within autonomous vehicles.

[0115] In one example, the vehicle 10 is an autonomous electric vehicle operating with a confined geographical area for autonomous vehicles 10. In such example, the disclosure of the proposed powertrain system 12, the controller 100 and the methods may be particularly useful. By way of example, defining the confined geographical area for autonomous vehicles here involves specifying the boundaries and parameters within which these vehicles are authorized to operate. The definition of the confined geographical area often includes considerations for geographic limits and operational boundaries for the vehicle 10. More specifically, the confined geographical area for autonomous vehicles 10 is defined by any one of geographic coordinates, which specifies the geographical coordinates (latitude and longitude) that define the boundaries of the area, physical landmarks, which identifies physical landmarks or boundaries that set the edges of the confined area, and digital mapping, which utilizes digital mapping technologies to create a virtual boundary for the confined area. GPS-based mapping systems can e.g. be employed to create a geofence, a virtual perimeter that the autonomous vehicles should not cross. GPS or RFID (Radio-Frequency Identification) may also be used to further create a virtual boundary. The definition of the confined geographical area may also be based on operational boundaries, which specify operational constraints within the confined area. The operational constraints may include speed limits, specific routes, or areas where certain vehicle behaviors are restricted or encouraged. The definition of the confined geographical area may also be based on environmental conditions (e.g. weather conditions, lighting, or specific road surfaces). The definition of the confined geographical area may also be based on legal and regulatory framework and various safety measures. Also, in order to allow for communication between the vehicles, the confined geographical area may generally include a communication protocols so as to establish communication protocols between the autonomous vehicles and a central control system or infrastructure within the confined area. In this manner the vehicles 10 can be monitored in real-time and further coordinated in relation to each other.

[0116] FIG. 6 is a flow chart of an exemplary method to control a vehicle 10 according to an example. More specifically, FIG. 6 is an exemplary computer implemented method 300 according to an example. Thus the method 300 is implemented by the controller 100,Docket No.: [P2024-0014W001]25 provided in the form of a computer system, and the processing circuitry 102, as described herein. The computer-implemented method 300 is intended for controlling a powertrain system 12 of a vehicle 10.

[0117] As illustrated in FIG. 6 the method 300 comprises a step S10 of determining S10, by the processing circuitry 102 of the controller 100, a need for high-precision longitudinal positioning of the vehicle. Moreover, the method 300 comprises, in response to the determined need for high-precision longitudinal positioning of the vehicle 10, a step S20 of controlling, by the processing circuitry 102 of the controller 100, a first and second electric drive units 20, 40 according to a counteracting torque mode, in which each one of a transmission arrangement and a corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units 20, 40 is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

[0118] In some examples, there is provided a computer program product comprising program code for performing, when executed by the processing circuitry 102, the method 300 as described above.

[0119] In some examples, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry 102, cause the processing circuitry 102 to perform the method 300 as described above.

[0120] The processing circuitry 102 of the controller 100 may be communicatively connected with any one of one or more sensors of the vehicles 10, sensors within a confined geographical area, the GNSS, and a wireless network (not shown). The processing circuitry 102 may further be able to actuate the navigation of the autonomous vehicles 10, or at least be able to provide commands to the autonomous vehicles 10. The processing circuitry 102 may also be configured to feed additional motion commands to the vehicle 10 for realizing the route associated with the transport mission.

[0121] Typically, as illustrated in FIG. 1, the controller 100 is an integral part of the powertrain system 12. In other examples, the controller 100 and the powertrain system 12 may be separate parts of the vehicle 10 that are configured to communicate with each other. In addition, or alternatively, the controller 100 is here an integral part of the vehicle 10. In addition, or alternatively, the controller 100 may e.g. be a part of a remote server, such as aDocket No.: [P2024-0014W001]26 central control system, or the like, while further being configured to be in communication with one or more corresponding sub- controllers 100 of the vehicle 10. Hence, in some examples, there is provided a controller 100 comprising a central control system and a subcontroller 100, and wherein the central control system is configured to be in communication with the sub-computer of the vehicle 10 so as to control the vehicle 10.

[0122] Moreover, the controller 100 is typically a computer system. Further details of one example of a computer system that can be used as the controller 100 will now be described in relation to FIG. 7.

[0123] FIG. 7 is a schematic diagram of a computer system 1000 for implementing examples disclosed herein. The computer system 1000 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processing described herein. The computer system 1000 may be connected (e.g., networked) to other machines in a LAN (Local Area Network), LIN (Local Interconnect Network), automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 1000 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0124] The computer system 1000 may comprise at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 1000 may include processing circuitry 1002 (e.g., processing circuitry including one or more processor devices or control units), a memory 1004, and a system bus 1006. The computer system 1000Docket No.: [P2024-0014W001]27 may include at least one computing device having the processing circuitry 1002. The system bus 1006 provides an interface for system components including, but not limited to, the memory 1004 and the processing circuitry 1002. The processing circuitry 1002 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 1004. The processing circuitry 1002 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 1002 may further include computer executable code that controls operation of the programmable device.

[0125] The system bus 1006 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 1004 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 1004 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 1004 may be communicably connected to the processing circuitry 1002 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 1004 may include non-volatile memory 1008 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 1010 (e.g., random-access memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 1002. A basic input / output system (BIOS) 1012 may be stored in the non-volatile memory 1008 and can include the basic routines that help to transfer information between elements within the computer system 1000.Docket No.: [P2024-0014W001]28

[0126] The computer system 1000 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 1014, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 1014 and other drives associated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like.

[0127] Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and / or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 1014 and / or in the volatile memory 1010, which may include an operating system 1016 and / or one or more program modules 1018. All or a portion of the examples disclosed herein may be implemented as a computer program 1020 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 1014, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 1002 to carry out actions described herein. Thus, the computer-readable program code of the computer program 1020 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 1002. In some examples, the storage device 1014 may be a computer program product (e.g., readable storage medium) storing the computer program 1020 thereon, where at least a portion of a computer program 1020 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 1002. The processing circuitry 1002 may serve as a controller or control system for the computer system 1000 that is to implement the functionality described herein.

[0128] The computer system 1000 may include an input device interface 1022 configured to receive input and selections to be communicated to the computer system 1000 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 1002 through the input device interface 1022 coupled to the system bus 1006 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer systemDocket No.: [P2024-0014W001]291000 may include an output device interface 1024 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 1000 may include a communications interface 1026 suitable for communicating with a network as appropriate or desired.

[0129] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

[0130] Example 1 : A powertrain system 12 for an electric vehicle 10, the powertrain system comprising at least a first electric drive unit 20 configured to generate and transfer torque to any one of a drive axle assembly 11 and a drive wheel 15, the first electric drive unit having at least one electric machine 22 and a transmission arrangement 24 configured to transfer torque from the at least one electric machine, and a second electric drive unit 40 configured to generate and transfer torque to any one of a corresponding drive axle assembly 13 and a corresponding drive wheel 16, the second electric drive unit having at least one corresponding electric machine 42 and a corresponding transmission arrangement 44 configured to transfer torque from the at least one corresponding electric machine, wherein the powertrain system further comprises a controller 100 having processing circuitry 102 configured to: determine a need for high-precision longitudinal positioning of the vehicle; in response to the determined need for high-precision longitudinal positioning of the vehicle, control the first and second electric drive units according to a counteracting torque mode, in which each one of the transmission arrangement and the corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

[0131] Example 2: The powertrain system of example 1, wherein the counteracting torque mode further comprises controlling the other electric drive unit to apply aDocket No.: [P2024-0014W001]30 counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased.

[0132] Example 3: The powertrain system of example 1 or example 2, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the first torque and the counteracting second torque always are non-zero.

[0133] Example 4: The powertrain system of any previous examples, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the counteracting second torque is a braking torque.

[0134] Example 5: The powertrain system of any previous examples, wherein the processing circuitry is configured to determine the need for high-precision longitudinal positioning of the vehicle from data indicative of a need for high-precision longitudinal positioning of the vehicle.

[0135] Example 6: The powertrain system of any previous examples, wherein the data is based on any one of a driver request, an automatically detected driving condition, and an automatically detected external situation requiring high-precision longitudinal positioning of the vehicle.

[0136] Example 7: The powertrain system of any previous examples, wherein the data is based on a fleet coordination system request requiring high-precision longitudinal positioning of the vehicle at a given geographical location.

[0137] Example 8: The powertrain system of any previous examples, wherein the processing circuitry is configured to determine a need for high-precision longitudinal positioning of the vehicle along a route based on any one of topography data and vehicle data.

[0138] Example 9: The powertrain system of any previous examples, wherein high- precision longitudinal positioning is a longitudinal positioning of the vehicle in which the vehicle moves in the longitudinal direction of the vehicle by a positional tolerance being within a predefined narrow range compared to a broader range for normal precision.

[0139] Example 10: The powertrain system of any previous examples, wherein the controller is further configured to adjust the magnitude of any one of the first torque and the counteracting second torque based on real-time feedback from one or more vehicle sensors.

[0140] Example 11 : An electric vehicle 10 comprising a powertrain system 12 according to any of the previous examples.Docket No.: [P2024-0014W001]31

[0141] Example 12: The electric vehicle of example 11, wherein the electric vehicle is an autonomous electric vehicle.

[0142] Example 13: A controller configured to control a powertrain system 12 according to any one of examples 1 to 11, and / or a vehicle according to example 12.

[0143] Example 14: A computer-implemented method 300 for controlling a powertrain system 12 of a vehicle 10, wherein the method comprises: determining S10, by processing circuitry of a controller, a need for high-precision longitudinal positioning of the vehicle; and in response to the determined need for high-precision longitudinal positioning of the vehicle, controlling S20, by processing circuitry of the controller, a first and second electric drive units according to a counteracting torque mode, in which each one of a transmission arrangement and a corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

[0144] Example 15: The method of example 14, wherein the counteracting torque mode further comprises controlling the other electric drive unit to apply a counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased.

[0145] Example 16: The method of example 14 or example 15, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the first torque and the counteracting second torque always are non-zero.

[0146] Example 17: The method of any previous examples 14 to 16, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the counteracting second torque is a braking torque.

[0147] Example 18: The method of any previous examples 14 to 17, further comprising determining the need for high-precision longitudinal positioning of the vehicle from data indicative of a need for high-precision longitudinal positioning of the vehicle.

[0148] Example 19: A computer program product comprising program code for performing, when executed by the processing circuitry, the method of example 14.Docket No.: [P2024-0014W001]32

[0149] Example 20: A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry, cause the processing circuitry to perform the method of example 14.

[0150] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0151] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0152] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0153] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.Docket No.: [P2024-0014W001]33

[0154] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

Docket No.: [P2024-0014W001]34ClaimsWhat is claimed is:

1. A powertrain system (12) for an electric vehicle (10), the powertrain system comprising at least a first electric drive unit (20) configured to generate and transfer torque to any one of a drive axle assembly (11) and a drive wheel (15), the first electric drive unit having at least one electric machine (22) and a transmission arrangement (24) configured to transfer torque from the at least one electric machine, and a second electric drive unit (40) configured to generate and transfer torque to any one of a corresponding drive axle assembly (13) and a corresponding drive wheel (16), the second electric drive unit having at least one corresponding electric machine (42) and a corresponding transmission arrangement (44) configured to transfer torque from the at least one corresponding electric machine, wherein the powertrain system further comprises a controller (100) having processing circuitry (102) configured to: determine a need for high-precision longitudinal positioning of the vehicle; and in response to the determined need for high-precision longitudinal positioning of the vehicle, control the first and second electric drive units according to a counteracting torque mode, in which each one of the transmission arrangement and the corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

2. The powertrain system of claim 1, wherein the counteracting torque mode further comprises controlling the other electric drive unit to apply a counteracting second torque such that a torque difference between the first torque and the counteracting second torque is increased.Docket No.: [P2024-0014W001]353. The powertrain system of claim 1 or claim 2, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the first torque and the counteracting second torque always are non-zero.

4. The powertrain system of any previous claims, wherein the counteracting torque mode comprises controlling the first and second electric drive units, respectively, so that the counteracting second torque is a braking torque.

5. The powertrain system of any previous claims, wherein the processing circuitry is configured to determine the need for high-precision longitudinal positioning of the vehicle from data indicative of a need for high-precision longitudinal positioning of the vehicle.

6. The powertrain system of any previous claims, wherein the data is based on any one of a driver request, an automatically detected driving condition and an automatically detected external situation requiring high-precision longitudinal positioning of the vehicle.

7. The powertrain system of any previous claims, wherein the data is based on a fleet coordination system request requiring high-precision longitudinal positioning of the vehicle at a given geographical location.

8. The powertrain system of any previous claims, wherein the processing circuitry is configured to determine a need for high-precision longitudinal positioning of the vehicle along a route based on any one of topography data and vehicle data.

9. The powertrain system of any previous claims, wherein high-precision longitudinal positioning is a longitudinal positioning of the vehicle in which the vehicle moves in the longitudinal direction of the vehicle by a positional tolerance being within a predefined narrow range compared to a broader range for normal precision.Docket No.: [P2024-0014W001]3610. The powertrain system of any previous claims, wherein the controller is further configured to adjust the magnitude of any one of the first torque and the counteracting second torque based on real-time feedback from one or more vehicle sensors.

11. An electric vehicle (10) comprising a powertrain system (12) according to any of the previous claims.

12. A controller configured to control a powertrain system (12) according to any one of claims 1 to 10, and / or a vehicle according to claim 11.

13. A computer-implemented method (300) for controlling a powertrain system (12) of a vehicle (10), wherein the method comprises: determining (S10), by processing circuitry of a controller, a need for high-precision longitudinal positioning of the vehicle; and in response to the determined need for high-precision longitudinal positioning of the vehicle, controlling (S20), by processing circuitry of the controller, a first and second electric drive units according to a counteracting torque mode, in which each one of a transmission arrangement and a corresponding transmission arrangement is set in an engaged state and at least one electric drive unit among the first and second electric drive units is controlled to provide a first torque in one direction, and the other electric drive unit among the first and second electric drive units is controlled to provide a counteracting second torque to the first torque.

14. A computer program product comprising program code for performing, when executed by the processing circuitry, the method of claim 13.

15. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry, cause the processing circuitry to perform the method of claim 13.

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