GB2571326A

GB2571326A - Controller, method and computer program to control a plurality of torque providers in a vehicle

Info

Publication number: GB2571326A
Application number: GB1803021.3A
Authority: GB
Inventors: Meslot Pierre-Gwenael; Jean Brice Roques Olivier
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-02-26
Filing date: 2018-02-26
Publication date: 2019-08-28
Also published as: GB201803021D0

Abstract

A vehicle system controller receives a torque request and controls a plurality of torque providers (e.g. electric motor, internal combustion engine) in a vehicle (e.g. EV, HEV, BEV, PEV, PHEV) to provide torque in dependence on the received torque request and a torque delivery profile. A first torque provider is controlled to go through torque reversal in dependence on the received torque request and the torque delivery profile. A second torque provider is controlled to provide a compensatory amount of torque 20 which at least partially compensates for a difference between the torque delivery profile 16 and the torque provided 40a, as a result of the first torque provider going through torque reversal. The compensatory amount of torque may be an amount of torque in addition to an amount of torque requested from the second torque provider by an energy optimisation function. The second torque provider may be controlled to stop providing the compensatory torque when torque reversal of the first torque provider is complete. At least two torque providers may be controlled to charge from providing negative torque to providing positive torque, wherein the timing of provision of torque from the two torque providers is controlled to avoid the two torque providers going through torque reversal at the same time.

Description

The present disclosure relates to a controller, method and computer program to control a plurality of torque providers in a vehicle. In particular, but not exclusively, it relates to a controller, method, vehicle system and computer program to control a plurality of torque providers in electric vehicles and/or hybrid electric vehicles.

Aspects of the invention relate to a controller for a vehicle system, a vehicle system, a vehicle, a method and a computer program.

BACKGROUND

It is known that a vehicle driveline will exhibit non-linearity for various reasons, such as compliance in the driveline, discontinuity in the transmission and so on. The non-linearity of the vehicle driveline leads to a backlash effect on torque reversal, for example when a torque provider, such as an internal combustion engine or electric motor, changes from providing negative torque to positive torque or changes from providing positive torque to negative torque.

Various types of strategies have been designed to mitigate this backlash effect on torque reversal. In some strategies, the rate of torque delivery or torque dynamic provided via the driveline is slowed down around the point of torque reversal or “lash point”. That is, the torque dynamic provided via the driveline is slowed down around the point where there is zero Nm in the affected driveline.

This change in torque delivery affects the responsiveness of the vehicle and there is generally a trade-off between smooth delivery of torque and time response to driver’s torque requests.

It is an aim of at least certain embodiments of the present invention to address or ameliorate disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a controller, a vehicle system, a vehicle, a method and a computer program as claimed in the appended claims.

According to an aspect of the invention, there is provided a controller for a vehicle system, comprising:

means to receive a torque request;

control means to control a plurality of torque providers to provide torque in dependence on the received torque request and a torque delivery profile, wherein the control means comprise:

means to control a first torque provider to go through torque reversal in dependence on the received torque request and the torque delivery profile; and means to control a second, different torque provider to provide a compensatory amount of torque which at least partially compensates for a difference between the torque delivery profile and the torque provided, as a result of the first torque provider going through torque reversal.

This allows the plurality of torque providers to provide torque according to a desired torque delivery profile even though one or more of the torque providers will go through torque reversal.

The control means may comprise means to control the first torque provider to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

The torque request may be received in dependence on a driver making a request for torque.

The control means may comprise means to control at least two torque providers to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

The control means may comprise means to control the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

The control means may comprise means to control the timing of provision of torque from the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

The control means may comprise means to control the second, different torque provider to stop providing the compensatory amount of torque in dependence on the first torque provider completing torque reversal.

The compensatory amount of torque may be an amount of torque in addition to an amount of torque requested from the second, different torque provider by an energy optimisation function.

means to receive a request for a change in torque;

means to control a first torque provider to go through torque reversal in dependence on the received torque request; and means to control a second, different torque provider to provide a compensatory amount of torque which at least partially compensates for a lag in torque provision as a result of the first torque provider going through torque reversal.

According to another aspect of the invention, there is provided a controller for a vehicle system comprising:

an electronic processor having an electrical input for receiving one or more signals; and an electronic memory device electrically coupled to the electronic processor and having instructions stored therein, the processor being configured to access the memory device and execute the instructions stored therein such that it is operable to provide the means recited above and/or as described herein.

According to an aspect of the invention, there is provided a controller for a vehicle system, configured to:

receive a torque request;

control a plurality of torque providers to provide torque in dependence on the received torque request and a torque delivery profile;

wherein the controller is configured to control a first torque provider to go through torque reversal in dependence on the received torque request and the torque delivery profile and control a second, different torque provider to provide a compensatory amount of torque which at least partially compensates for a difference between the torque delivery profile and the torque provided, as a result of the first torque provider going through torque reversal.

In an embodiment of the invention, there is provided a vehicle system comprising a controller as described in any preceding paragraph and/or as described herein.

In an embodiment of the invention, there is provided a vehicle comprising a controller as described in any preceding paragraph and/or as described herein and/or a vehicle system as described in any preceding paragraph and/or as described herein.

According to a still further aspect of the invention, there is provided a method to control a plurality of torque providers in a vehicle, comprising:

receiving a torque request;

controlling a plurality of torque providers to provide torque in dependence on the received torque request and a torque delivery profile, wherein controlling a plurality of torque providers comprises:

controlling a first torque provider to go through torque reversal in dependence on the received torque request and the torque delivery profile; and controlling a second, different torque provider to provide a compensatory amount of torque which at least partially compensates for a difference between the torque delivery profile and the torque provided, as a result of the first torque provider going through torque reversal.

Controlling a plurality of torque providers may comprise controlling the first torque provider to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

Controlling a plurality of torque providers may comprise controlling at least two torque providers to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

Controlling a plurality of torque providers may comprise controlling the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

Controlling a plurality of torque providers may comprise controlling the timing of provision of torque from the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

Controlling a plurality of torque providers comprises controlling the second, different torque provider to stop providing the compensatory amount of torque in dependence on the first torque provider completing torque reversal.

In an embodiment of the invention, there is provided a computer program comprising instructions that, when executed by one or more processors, cause a system to perform, at least, the method as described in any preceding paragraph and/or as described herein.

In an embodiment of the invention, there is provided a non-transitory computer readable media comprising a computer program as described in any preceding paragraph and/or as described herein.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Fig. 1 schematically illustrates an example of a controller for a vehicle system;

Fig. 2 schematically illustrates an example of a vehicle system in a vehicle;

Fig. 3 illustrates an example of a method;

Fig. 4 illustrates an example of torque provision as a function of time;

Fig. 5 illustrates an example of torque provision as a function of time; and

Fig. 6 illustrates an example of a vehicle.

DETAILED DESCRIPTION

Examples of the present disclosure relate to controlling a plurality of torque providers in a vehicle.

In an embodiment, a controller of a vehicle comprising a plurality of torque providers, receives a torque request. For example, a controller may receive the torque request following a driver of the vehicle pushing the accelerator pedal to cause the vehicle to accelerate.

In an embodiment, the controller controls the plurality of torque providers of the vehicle to provide torque in dependence on the received torque request and a torque delivery profile.

In an embodiment, the controller controls a first torque provider to go through torque reversal in dependence on the received torque request and the torque delivery profile. That is, in examples, in order to deliver the requested torque, the controller must cause the first torque provider to go through torque reversal.

In an embodiment, the controller controls a second, different torque provider to provide a compensatory amount of torque which at least partially compensates for a difference between the torque delivery profile and the torque provided, as a result of a first torque provider going through torque reversal. For example, the controller may control the second torque provider to provide an additional amount of torque to compensate for a lag in torque delivery from the first torque provider when the first torque provider goes through torque reversal to mitigate any backlash effect.

In an embodiment a second, different torque provider is controlled to provide a compensatory amount of torque when a first torque provider is controlled to go through torque reversal by changing from providing positive torque to providing negative torque. For example, a torque provider may be providing torque to accelerate a vehicle and then goes into overrun, causing the torque provider to go through torque reversal.

A technical effect of at least some examples of the disclosure is that a second, different torque provider can be controlled to compensate for a slowing or delay in torque delivery from a first torque provider due to the first torque provider going through torque reversal.

In an embodiment, the plurality of torque providers may comprise any suitable torque providers such as one or more internal combustion engines, one or more electric motors or motors, one or more electric machines and so on.

Accordingly, examples of the disclosure provide for improved vehicles, such as electric vehicles or hybrid electric vehicles.

As used herein, the term electric vehicle is intended to include vehicles comprising energy storage means, such as a traction battery or batteries, and an electric motor or motors. The motor(s) is configured to convert energy stored within the energy storage means into kinetic energy of the vehicle via the generation and application of tractive force. The vehicle may be an all electric vehicle or a hybrid electric vehicle.

An example embodiment of the disclosure may also relate to vehicles comprising one or more internal combustion engines.

Some of the elements referred to in the discussion of Figs 1 to 3 are found in Figs 4 to 6.

Fig. 1 illustrates an example of a controller 10 for a vehicle system 24 that may be a chip or a chip set. The controller 10 for a vehicle system 24 may be referred to as a vehicle system controller 10. Additionally or alternatively the controller 10 may be referred to as a vehicle torque controller 10.

The controller 10 forms, in examples, part of one or more vehicle systems 24 comprised in a vehicle 26, such as the one illustrated in the example of Fig. 2.

Implementation of a controller 10 may be as controller circuitry. The controller 10 may be implemented in hardware alone, have certain aspects in software including firmware alone or can be a combination of hardware and software (including firmware).

As illustrated in Fig. 1 the controller 10 may be implemented using instructions that enable hardware functionality, for example, by using executable instructions of a computer program 34 in a general-purpose or special-purpose processor 28 that may be stored on a computer readable storage medium (disk, memory etc.) to be executed by such a processor 28.

The processor 28 is configured to read from and write to the memory 30. The processor 28 may also comprise an output interface via which data and/or commands are output by the processor 28 and an input interface via which data and/or commands are input to the processor 28.

The memory 30 stores a computer program 34 comprising computer program instructions 38 (computer program code) that controls the operation of the controller 10 when loaded into the processor 28. The computer program instructions 38, of the computer program 34, provide the logic and routines that enables the apparatus to perform the methods illustrated in Fig. 3 and/or as described herein. The processor 28 by reading the memory 30 is able to load and execute the computer program 34.

The controller 10 therefore comprises:

at least one processor 28; and at least one memory 30 including computer program code the at least one memory 30 and the computer program code configured to, with the at least one processor 28, cause the controller 10 at least to perform: a method to control a plurality of torque providers in a vehicle, comprising: receiving a torque request;

As illustrated in Fig 1, the computer program 34 may arrive at the controller 10 via any suitable delivery mechanism 36. The delivery mechanism 36 may be, for example, a nontransitory computer-readable storage medium, a computer program product, a memory device, a record medium such as a Compact Disc Read-Only Memory (CD-ROM) or Digital Versatile Disc (DVD), an article of manufacture that tangibly embodies the computer program 34. The delivery mechanism may be a signal configured to reliably transfer the computer program 34. The controller 10 may propagate or transmit the computer program 34 as a computer data signal.

Although the memory 30 is illustrated as a single component/circuitry it may be implemented as one or more separate components/circuitry some or all of which may be integrated/removable and/or may provide permanent/semi-permanent/ dynamic/cached storage.

Although the processor 28 is illustrated as a single component/circuitry it may be implemented as one or more separate components/circuitry some or all of which may be integrated/removable. The processor 28 may be a single core or multi-core processor.

References to ‘computer-readable storage medium’, ‘computer program product’, ‘tangibly embodied computer program’ etc. or a ‘controller’, ‘computer’, ‘processor’ etc. should be understood to encompass not only computers having different architectures such as single /multi- processor architectures and sequential (Von Neumann)/parallel architectures but also specialized circuits such as field-programmable gate arrays (FPGA), application specific circuits (ASIC), signal processing devices and other processing circuitry. References to computer program, instructions, code etc. should be understood to encompass software for a programmable processor or firmware such as, for example, the programmable content of a hardware device whether instructions for a processor, or configuration settings for a fixedfunction device, gate array or programmable logic device etc.

The blocks illustrated in Fig. 3 may represent steps in a method and/or sections of code in the computer program 34. The illustration of a particular order to the blocks does not necessarily imply that there is a required or preferred order for the blocks and the order and arrangement of the block may be varied. Furthermore, it may be possible for some blocks to be omitted.

In an embodiment, the controller 10 of Fig. 1 or the vehicle system 24 of Fig. 2 provides means to perform the method illustrated in Fig. 3 and/or a method as described herein. However, in examples, any suitable means to perform the method illustrated in Fig. 3 and/or as described herein may be used.

The controller 10 may be considered one or more controllers and/or a system. For example, the controller 10 may be considered one or more vehicle torque controllers and/or one or more vehicle torque control systems.

Fig. 2 schematically illustrates an example of a vehicle system 24 and a vehicle 26. In the illustrated example, the vehicle system 24 is a system to control a plurality of torque providers in a vehicle 26.

Fig. 2 also illustrates an example of a vehicle 26 comprising a controller 10 as described herein and/or a vehicle system 24 as described herein. In examples, the vehicle 26 is an electric vehicle, a hybrid electric vehicle and/or a vehicle comprising a plurality of internal combustion engines.

In an embodiment, the vehicle system 24 is considered a control system. In some, but not necessarily all, examples the vehicle system 24 is comprised in a vehicle 26 as illustrated in the example of Fig. 2.

In the illustrated example, the vehicle system 24 comprises a plurality of torque providers 12, one or more vehicle systems 25, which may be considered further vehicle systems 25, and the controller 10 illustrated in the example of Fig. 1.

In the example of Fig. 2, the controller 10 provides means to control operation of the vehicle system 24. However, in examples, any suitable means to control operation of the vehicle system 24 may be used.

As illustrated in the example of Fig. 2, the elements 12 and 25 are operationally coupled to the controller 10 and any number or combination of intervening elements can exist between them (including no intervening elements).

In some embodiments, the elements 12 and 25 are operationally coupled to each other and/or share one or more components. Additionally or alternatively, the elements 12 and 25 may be operationally coupled to and/or share one or more components with other elements not illustrated in the example of Fig. 2.

In an embodiment, the plurality of torque providers 12 are for providing tractive force to propel the vehicle 26.

Any suitable torque provider may be used. For example, one or more electric motors, one or more electric machines, one or more flywheel energy storage systems, one or more hydraulic machines, and/or one or more internal combustion engines may be used.

In an embodiment, the plurality of torque providers 12 are configured to provide tractive force to propel the vehicle 26 via a plurality of separate torque paths. In examples, each torque provider 12 is configured to provide tractive force to propel the vehicle 26 via a separate/distinct torque path. For example, each torque provider 12 may be configured to provide tractive force to propel the vehicle via a separate/distinct driveline.

Accordingly, Fig. 2 illustrates a vehicle system 24 comprising a controller 10 as described in relation to Fig. 1 and a plurality of torque providers 12.

In an embodiment, the controller 10 provides means to control, at least in part, directly or indirectly, operation of the plurality of torque providers 12. Information may be transmitted between the controller 10 and the plurality of torque providers 12. For example, control information may be transmitted from the controller 10 to the plurality of torque providers 12 and/or feedback information from one or more of the torque providers 12 transmitted to the controller 10.

This is illustrated in the example of Fig. 2 by the double-headed arrow linking the plurality of torque providers 12 and the controller 10.

In an embodiment, the one or more vehicle systems 25 are any suitable vehicle system(s) 25 of the vehicle 26. For example, the one or more vehicle systems 25 may comprise any suitable vehicle system 25 of the vehicle 26 controllable, at least in part, directly or indirectly, by the controller 10. Additionally or alternatively, the one or more vehicle systems 25 may comprise any suitable vehicle system 25 of the vehicle 26 from which the controller 10 can receive one or more signals, for example one or more signals comprising information.

In an embodiment, the one or more vehicle systems 25 may be considered further vehicle systems comprised in a vehicle system 24.

In some embodiments, the one or more vehicle systems 25 may be considered to be further vehicle system(s) 25 separate from, but controlled at least in part by, the vehicle system 24.

In an embodiment, the one or more vehicle systems 25 comprise any suitable vehicle system(s) 25 from which a torque request 14 can be received.

For example, a torque request may come from a physical driver of the vehicle 26, that is a person who interacts with one or more accelerator controls of the vehicle 26, and/or one or more virtual drivers of the vehicle 26.

In examples virtual drivers can form at least part of any driver assistance system such as one or more advanced driver assistance systems (ADAS), for example a cruise control system, an autonomous cruise control system, an all-terrain progress control system (ATPC), all surface progress control (ASPC), park assist and so on.

In an embodiment, the one or more torque providers 12 may be considered to form at least part of one or more vehicle systems 25.

That is, in examples, the one or more vehicle systems 25 may comprise one or more drive systems of the vehicle 26 comprising one or more of the one or more torque providers 12.

In some embodiments, the one or more vehicle systems 25 may comprise further controller(s) the same or similar to the controller 10 illustrated in the examples of Figs 1 and 2.

In an embodiment, the controller 10 provides means to control operation, at least in part, directly or indirectly, of the one or more vehicle systems 25. Information may be transmitted between the controller 10 and the one or more vehicle systems 25. For example, controller information may be transmitted from the controller 10 to the one or more vehicle systems 25 and/or information from the one or more vehicle systems 25, such as one or more torque requests 14, transmitted to the controller 10.

This is illustrated in the example of Fig. 2 by the double-headed arrow linking the one or more vehicle systems 25 and the controller 10.

In the example of Fig. 2, the vehicle system 24 is comprised in a vehicle 26.

The vehicle 26 may be any suitable vehicle 26 such as a car, van or truck. However, in other examples different vehicles may be used.

The vehicle system 24 may comprise any number of additional elements not illustrated in the example of Fig. 2. Additionally or alternatively, one or more of the elements of the vehicle system 24 illustrated in the example of Fig. 2 may be integrated and/or combined. For example, the one or more torque providers 12 may be at least partially combined with the one or more vehicle systems 25.

In some examples, one or more of the elements illustrated in the example of Fig. 2 may be omitted from the vehicle system 24.

Fig. 3 illustrates an example of a method 300. The method 300 may be to control a plurality of torque providers 12 such as the plurality of torque providers 12 illustrated in the example of Fig. 2.

In an embodiment, the method 300 is performed by the controller 10 of Fig. 1 or the vehicle system 24 of Fig. 2.

That is, in examples, the controller 10 of Fig. 1 or the vehicle system 24 of Fig. 2 comprise means to perform the method 300. However, any suitable means may be used to perform the method 300.

At block 302 a torque request 14 is received. Any suitable method to receive a torque request 14 may be used.

In some embodiments, the controller 10 receives one or more signals comprising information indicative of the torque request 14.

In an embodiment, the torque request 14 may be received from any suitable vehicle system(s) 25. That is, in examples, the torque request may originate from any suitable vehicle system(s) 25.

In some embodiments, the torque request 14 is received in dependence on a driver making a request for torque. For example, a driver may press an accelerator pedal of a vehicle 26 to request torque to accelerate the vehicle 26.

At block 304 a plurality of torque providers 12 are controlled in dependence on the received torque request 14 and a torque delivery profile 16.

Any suitable method for controlling the plurality of torque providers 12 in dependence on the received torque request 14 and a torque delivery profile 16 may be used.

In some examples, the controller 10 controls the one or more torque providers 12 as illustrated in the example of Fig. 2.

As used herein, a torque delivery profile 16 is intended to mean a function describing or representing a desired delivery of torque as a function of time. For example, a torque delivery profile may be a function describing or representing a desired response in terms of delivery of torque as a function of time following a driver request for torque. See, for example, Fig. 4.

In an embodiment, a desired torque delivery profile is dependent on a number of factors. For example, factors relating to safety, stability, comfort, reliability, and/or responsiveness of a vehicle 26.

In some embodiments, controlling a plurality of torque providers 12 comprises controlling a first torque provider 12a to go through torque reversal in dependence on the received torque request 14 and the torque delivery profile 16.

That is, in examples, controlling a plurality of torque providers 12 comprises controlling a first torque provider 12a to go through the point in which there is zero Nm in the associated driveline. In examples this may be considered going through torque reversal and/or going through a “lash point”.

For example, the first torque provider 12a may be controlled to change from being a load to providing positive torque.

In some examples the first torque provider 12a may be controlled to change from providing positive torque to being a load, for example by being controlled to go into overrun.

In an embodiment, controlling a plurality of torque providers 12 comprises controlling the first torque provider 12a to change from providing negative torque to providing positive torque (or vice versa) in dependence on the received torque request 14 and the torque delivery profile 16.

In an embodiment, a first torque provider 12a may provide negative torque as a result of energy management of a vehicle 26. However, when a driver requests additional torque the first torque provider 12a may be required to provide positive torque to meet the driver request and therefore will go through torque reversal from providing a negative torque to a positive torque. See, for example, Fig. 5.

Accordingly, when the first torque provider 12a goes through torque reversal the torque delivery from the first torque provider 12a around the torque reversal point is slowed to reduce or minimise the backlash effect which degrades the responsiveness of the vehicle.

In some embodiments, controlling a plurality of torque providers 12 comprises controlling a second, different torque provider 12b to provide a compensatory amount of torque 20 which at least partially compensates for a difference between the torque delivery profile 16 and the torque provided, as a result of the first torque provider 12a going through torque reversal.

That is, a second, different torque provider 12b may be controlled to provide additional torque to at least partially compensate for a lag in delivery of torque from the first torque provider 12a due to the first torque provider 12a going through torque reversal. See, for example, the torque reversal region 42 or ‘lash’ region 42 indicated in Figs 4 and 5.

This allows, for example, torque to be delivered in accordance with the desired torque delivery profile 16 despite the first torque provider 12a going through torque reversal.

This is advantageous as, for example, it provides for improved responsiveness of a vehicle in relation to a driver request for torque despite a torque provider going through torque reversal.

In some embodiments, controlling a plurality of torque providers 12 comprises controlling at least two torque providers to go through torque reversal.

Controlling a plurality of torque providers 12 may comprise controlling at least two torque providers 12 to change from providing negative torque to providing positive torque in dependence on the received torque request 14 and the torque delivery profile 16.

For example, in order to fulfil the received torque request 14, the controller 10 may control at least two torque providers 12 to change from providing negative torque to providing positive torque.

In an embodiment, controlling a plurality of torque providers 12 comprises controlling the at least two torque providers to avoid the at least two torque providers 12 going through torque reversal at the same time.

Any suitable method for controlling the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time may be used.

In an embodiment, controlling a plurality of torque providers comprises controlling the timing of provision of torque from the at least two torque providers 12 to avoid the at least two torque providers 12 going through torque reversal at the same time.

In examples, the controller 10 may control a torque provider 12 to commence a change from providing negative torque to positive torque.

When the torque provider reaches the point of torque reversal the controller 10 may control a further torque provider to commence the change from providing negative torque to positive torque such that the further torque provider will encounter torque reversal after the torque provider has completed going through torque reversal and therefore the torque provider and further torque provider in this scenario will avoid going through torque reversal at the same time.

This is also advantageous as doing so can avoid responsiveness issues following a request for torque.

In some examples, controlling a plurality of torque providers 12 comprises controlling the second, different torque provider 12b to stop providing the compensatory amount of torque 20 in dependence on the first torque provider 12a completing torque reversal.

That is, in examples, the second, different torque provider 12b may be controlled to compensate the lag in torque provision from the first torque provider 12a until the first torque provider 12a has completed torque reversal or vice versa.

In an embodiment, the compensatory amount of torque 20 is an amount of torque in addition to an amount of torque requested from a second, different torque provider 12b by an energy optimization function of the vehicle 26.

That is, in examples, an energy optimization function of the vehicle 26 may determine an amount of torque to be provided by the first torque provider 12a and the second, different torque provider 12b to at least partially fulfil the torque request 14.

However, in examples, the controller 10 may control the second, different torque provider 12b to provide an amount of torque above the amount of torque indicated by the energy optimization function in order to compensate for the first torque provider 12a going through torque reversal and therefore allowing the torque to be delivered in accordance with the torque delivery profile 16. See, for example, Fig. 5.

Fig. 4 illustrates an example of torque provision as a function of time.

The example of Fig. 4 illustrates the effect that going through torque reversal has on torque delivery from a torque provider 12.

In the example of Fig. 4, a number of lines are plotted. The dashed line 40 represents torque provided by a torque provider 12. In this example, the torque provider 12 is an electric motor.

It can be seen from the example of Fig. 4 that, prior to the time t₀ indicated on the x-axis, the torque provider 12 is providing negative torque.

The dashed line 14 indicates a torque request 14 resulting from a driver actuating an accelerator pedal to accelerate the vehicle 26.

It can be seen from the example of Fig. 4 that at time t₀ the torque request is received and the torque provider 12 is controlled to change from providing negative torque to positive torque to fulfil the torque request 14.

Fig. 4 also illustrates a torque delivery profile 16 which represents the desired torque delivery response following the torque request 14.

It can be seen from the torque delivery profile 16 that, following the torque request 14 at time t₀, the desired response is a smoother slower delivery of torque compared to the received request 14.

At time t₀, the torque provider 12 begins to change from providing negative torque to positive torque and at time ti the torque delivery from the torque provider 12 is slowed as the torque provider’s driveline approaches torque reversal. This can be seen from the example of Fig. 4 by the dashed line 40 moving away from the torque delivery profile 16 around the zerotorque point or torque reversal region 42.

Once the torque provider 12 has gone through torque reversal the torque provider 12 can provide the desired rate of torque as indicated by the line 40.

However, due to the lag in torque delivery caused by the torque provider 12 going through torque reversal a difference 22 exists between the desired torque delivery profile 16 and the torque delivered by the torque provider 12.

Therefore, the responsiveness of the vehicle is affected by the torque provider 12 going through torque reversal.

Fig. 5 illustrates an example of torque provision as a function of time.

In the example of Fig. 5 there are two torque providers indicated by the lines 40a and 40b. These lines represent torque provision by a first torque provider 12a and a second torque provider 12b respectively.

In addition, a torque delivery profile 16 is also illustrated.

The example of Fig. 5 is similar to that of Fig. 4 in that the first torque provider 12a is controlled to change from providing negative torque to a positive torque in dependence on a received torque request 14 (not illustrated in the example of Fig. 5).

As illustrated in the example of Fig. 4, there is a lag in the delivery of torque from the first torque provider 12a in the torque reversal region 42 as can be seen by the dashed line indicated 40a.

However, in the example of Fig. 5 a second, different torque provider 12b is providing positive torque prior to the time t₀.

This is illustrated by the line 40b representing the torque provided by the second, different torque provider 12b.

In the example of Fig. 5, the amount of torque to be provided by the first and second torque providers 12a, 12b is determined by an energy optimization feature of the vehicle 26. In the illustrated example, the additional torque requested by the driver is to be provided by the second torque provider 12b without changing the amount of torque provided by the first torque provider 12a.

This can be seen by the solid line at 150 Nm indicating that the second, different torque provider 12b is requested to maintain its current torque provision by the energy optimization feature of the vehicle 26.

However, in the example of Fig. 5, the second, different torque provider 12b is controlled to provide a compensatory amount of torque 20 around the point at which the first torque provider goes through torque reversal to compensate for the lag in torque delivery from the first torque provider 12a.

This can be seen by the dashed line indicated by 40b in the example of Fig. 5.

In this way, the second, different torque provider 12b is controlled to compensate for the lag in torque provision from the first torque provider 12a as a result of the first torque provider 12a going through torque reversal.

The requested torque can therefore be provided in accordance with the torque delivery profile 16 despite the first torque provider 12a going through torque reversal.

At the time t₂ the second, different torque provider 12b is controlled to stop providing the compensatory amount of torque 20 as the first torque provider 12a has completed torque reversal and can now contribute the required amount of torque to ensure the torque delivery profile 16 is achieved.

Fig. 6 illustrates an example of a vehicle 26.

In the illustrated example, the vehicle 26 comprises a controller 10 as described in relation to Fig. 1 and a vehicle system 24 as described in relation to Fig. 2.

As used herein “for” should be considered to also include “configured or arranged to”. For example, “a controller for” should be considered to also include “a controller configured or arranged to”.

For purposes of this disclosure, it is to be understood that the controller(s) described herein can each comprise a control unit or computational device having one or more electronic processors. A vehicle and/or a system thereof may comprise a single control unit or electronic controller or alternatively different functions of the controller(s) may be embodied in, or hosted in, different control units or controllers. A set of instructions could be provided which, when executed, cause said controller(s) or control unit(s) to implement the control techniques described herein (including the described method(s)). The set of instructions may be embedded in one or more electronic processors, or alternatively, the set of instructions could be provided as software to be executed by one or more electronic processor(s). For example, a first controller may be implemented in software run on one or more electronic processors, and one or more other controllers may also be implemented in software run on or more electronic processors, optionally the same one or more processors as the first controller. It will be appreciated, however, that other arrangements are also useful, and therefore, the present disclosure is not intended to be limited to any particular arrangement. In any event, the set of instructions described above may be embedded in a computerreadable storage medium (e.g., a non-transitory computer-readable storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational device, including, without limitation: a magnetic storage medium (e.g., floppy diskette); optical storage medium (e.g., CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g., EPROM ad EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.

As used here ‘module’ refers to a unit or apparatus that excludes certain parts/components that would be added by an end manufacturer or a user.

The blocks illustrated in the Fig 3 may represent steps in a method and/or sections of code in the computer program 34. The illustration of a particular order to the blocks does not necessarily imply that there is a required or preferred order for the blocks and the order and arrangement of the block may be varied. Furthermore, it may be possible for some steps to be omitted.

Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the invention as claimed.

Where a structural feature has been described, it may be replaced by means for performing one or more of the functions of the structural feature whether that function or those functions are explicitly or implicitly described.

The term “comprised” is used in this document with an inclusive not an exclusive meaning. That is any reference to X comprising Y indicates that X may comprise only one Y or may comprise more than one Y. If it is intended to use “comprise” with an exclusive meaning than it will be made clear in the context by referring to “comprising only one ...” or by using “consisting”.

Features described in the preceding description may be used in combinations other than the combinations explicitly described.

Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not.

Although features have been described with reference to certain embodiments, those features may also be present in other embodiments whether described or not.

Whilst endeavoring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

1. A controller for a vehicle system, comprising:

means to receive a torque request;

2. A controller as claimed in claim 1, wherein the control means comprise means to control the first torque provider to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

3. A controller as claimed in claim 1 or 2, wherein the torque request is received in dependence on a driver making a request for torque.

4. A controller as claimed in claim 1,2 or 3, wherein the control means comprise means to control at least two torque providers to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

5. A controller as claimed in claim 4, wherein the control means comprise means to control the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

6. A controller as claimed in claim 5, wherein the control means comprise means to control the timing of provision of torque from the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

7. A controller as claimed in any preceding claim, wherein the control means comprise means to control the second, different torque provider to stop providing the compensatory amount of torque in dependence on the first torque provider completing torque reversal.

8. A controller as claimed in any preceding claim, wherein the compensatory amount of torque is an amount of torque in addition to an amount of torque requested from the second, different torque provider by an energy optimisation function.

9. A vehicle system comprising a controller as claimed in at least one of the preceding claims and a plurality of torque providers.

10. A vehicle comprising a controller as claimed in at least one of claims 1 to 8 and/or a vehicle system as claimed in claim 9.

11. A method to control a plurality of torque providers in a vehicle, comprising:

receiving a torque request;

12. A method as claimed in claim 11, wherein controlling a plurality of torque providers comprises controlling the first torque provider to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

13. A method as claimed in claim 11 or 12, wherein the torque request is received in dependence on a driver making a request for torque.

14. A method as claimed in claim 11, 12 or 13, wherein controlling a plurality of torque providers comprises controlling at least two torque providers to change from providing negative torque to providing positive torque in dependence on the received torque request and the torque delivery profile.

15. A method as claimed in claim 14, wherein controlling a plurality of torque providers comprises controlling the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

16. A method as claimed in claim 15, wherein controlling a plurality of torque providers comprises controlling the timing of provision of torque from the at least two torque providers to avoid the at least two torque providers going through torque reversal at the same time.

17. A method as claimed in any of claims 11 to 16, wherein controlling a plurality of torque providers comprises controlling the second, different torque provider to stop providing the compensatory amount of torque in dependence on the first torque provider completing torque reversal.

18. A method as claimed in any of claims 11 to 16, wherein the compensatory amount of torque is an amount of torque in addition to an amount of torque requested from the second, different torque provider by an energy optimisation function.

19. A computer program comprising instructions that, when executed by one or more processors, cause a system to perform, at least, the method as claimed in at least one of claims 11 to 18.

20. A non-transitory computer readable media comprising a computer program as claimed in claim 19.

Intellectual

Property

Office

Application No: GB1803021.3 Examiner: Mr Gareth John

Claims searched: 1-20 Date of search: 14 August 2018

Patents Act 1977: Search Report under Section 17

Documents considered to be relevant:

Category Relevant to claims Identity of document and passage or figure of particular relevance X 1-20 US 2013/0054064 Al (TAMURA et al) Whole document relevant - especially paragraphs [0007]-[0013], X 1-20 GB 2544763 A (JAGUAR LAND ROVER LTD.) Whole document relevant especially page 3, lines 9-28; page 7, lines 14-27; page 9, lines 9-25; page 20, lines 28-31 & figure 2.