Drive system controls architecture for OEM interface and services

Systems and methods provide a drive system control architecture that comprises a seamless interface between original equipment manufacturer (OEM) vehicle systems or components (e.g., accelerator pedal, brake pedal, accessory components, etc.) and third-party (or non-OEM) vehicle systems or components (e.g., motor/generator (MG) and inverter systems, fuel cell and battery systems, transmission, etc.). A universal interface implemented in a vehicle may receive a request for a specified amount of torque from one or more components of a first set of vehicle components, and may determine a balance between one or more components of a second set of vehicle components for delivering the specified amount of torque. The universal interface may then instruct the one or more components of the second set of vehicle components to deliver a commensurate portion of the specified amount of torque.

TECHNICAL FIELD

The present disclosure relates generally to drive control architectures, and more particularly, to a fuel cell (FC)-based interface between an original equipment manufacturer (OEM)-side of a drive control architecture and applicable powertrain components that can effectuate splitting or distributing of a torque request received from the OEM-side based on the applicable powertrain components and their respective operating states.

DESCRIPTION OF RELATED ART

Many vehicles are electric/electrified vehicles or, in other words, vehicles that have an electrified powertrain. The typical electrified vehicle has a more or less traditional drivetrain that includes one or more wheels, as well as a transmission, a differential, a drive shaft and the like, to which the wheels are mechanically connected. However, in place of an engine, the electrified vehicle includes one or more motors/motor-generators. As part of the electrified powertrain, the drivetrain is mechanically connected to the one or more motors/motor-generators. In conjunction with the drivetrain, the motors/motor-generators are operable to power the wheels using electrical energy. More and more such electrified vehicles are fuel cell vehicles (FCVs), or electrified vehicles that include one or more fuel cell stacks. In FCVs, the fuel cell stacks are operable to generate the electrical energy used by the motors/motor-generators to power the wheels. A typical fuel cell can refer generally to a device that obtains electric energy by using hydrogen and oxygen as fuel. Since fuel cells have excellent environmental friendliness, and can realize a high level of energy efficiency, they have been actively developed as energy supply systems of the future.

BRIEF SUMMARY OF THE DISCLOSURE

In accordance with one embodiment, a method comprises receiving, by a universal interface implemented in a vehicle, a request for a specified amount of torque from one or more components of a first set of vehicle components. The method further comprises determining, by the universal interface, a balance between one or more components of a second set of vehicle components for delivering the specified amount of torque. Moreover, the method comprises instructing, by the universal interface, the one or more components of the second set of vehicle components to deliver a commensurate portion of the specified amount of torque.

In some embodiments, the first set of vehicle components includes original equipment manufacturer (OEM)-supplied components.

In some embodiments, the second set of vehicle components includes non-OEM-supplied components.

In some embodiments, the non-OEM-supplied components comprises at least one of powertrain and drivetrain components.

In some embodiments, the request for the specified torque comprises a torque request at a drive shaft or prop shaft of the vehicle.

In some embodiments, determining the balance comprises balancing the one or more components including at least one of a motor and transmission to produce the specified torque at the drive shaft or prop shaft.

In accordance with another embodiment, a vehicle may comprise: a first group of vehicle components from which a user torque request is received; a second group of vehicle components providing motive force to wheels of the vehicle; and a third group of vehicle components providing operative power to the second group of vehicle components. The vehicle may further comprise a universal interface receiving the user torque request, balancing operative output of the second group of vehicle components, and controlling at least one component of the second and third groups of vehicle components to deliver a specified amount of torque to the second group of vehicle components.

In some embodiments, the universal interface comprises splitter logic dividing the user torque request amongst the third group of vehicle components comprising at least a battery and a fuel cell.

In some embodiments, the second group of vehicle components comprises at least a motor generator, and an inverter operatively connected to the battery and the fuel cell.

In some embodiments, the splitter logic receives a supplemental torque request from the transmission.

In some embodiments, the splitter logic takes as an input, a consolidated torque request comprising the user torque request and the supplemental torque request from the transmission.

In some embodiments, the first group of vehicle components includes original equipment manufacturer (OEM)-supplied components.

In some embodiments, the second group of vehicle components includes non-OEM-supplied components.

In some embodiments, the request for the specified torque comprises a torque request at a drive shaft or prop shaft of the vehicle.

DETAILED DESCRIPTION

In the consumer vehicle/automotive sector, vehicle manufacturing and design can be skewed towards proprietary elements and integration, whereas in the industrial vehicle/automotive sector, vehicle manufacturing and design tends to be more standardized. For example, an OEM truck manufacturer can use a first truck component from a first supplier, and that first truck component will typically integrate with a second truck component from a second supplier without issue. There are often standards communication protocols between vehicle systems/elements, requirements, and so on.

Accordingly, various embodiments are directed to a drive system control architecture that comprises a seamless interface between OEM vehicle systems or components (e.g., accelerator pedal, brake pedal, accessory components, etc.) and third-party (or non-OEM) vehicle systems or components (e.g., motor/generator (MG) and inverter systems, fuel cell and battery systems, transmission, etc.). In this way, the more standardized nature of industrial vehicle manufacturing and design can be leveraged to achieve improved drivability, durability, and efficiency. For example, inputs to the interface may comprise simple inputs, e.g., a torque request value or some simple power control request. interface may process such a request without further information or intervention by the OEM vehicle systems. For example, the interface may split the request between, e.g., two fuel cell/battery systems so as to avoid operating a particular fuel cell stack in accordance with only a partial load. As another example, the interface may, based on such inputs, effectuate use of one of multiple MGs at different operating points to extend fuel cell and battery life. The interface may process such a request without further information or intervention by the OEM vehicle systems regardless of the type(s)/source(s) of systems, components, or other aspects of the vehicle beyond the OEM vehicle systems.

FIG.1illustrates an embodiment of a vehicle100, e.g., a heavy duty electric truck/semi-tractor fuel cell vehicle in which a drive system controls architectures, as contemplated herein, may be implemented. Vehicle100may have a modular construction. In vehicle100, the torque request may be distributed between parallel systems in a manner that keeps the fuel efficiency in an optimum range, accounts for differences in efficiencies of different motors, reduces the need to turn-on and off fuel cells, keeps the drivability/operability of vehicle100within an optimum range, and/or keeps the durability of the vehicle100within an optimum range.

Although a semi-tractor fuel cell vehicle is used as an example, any vehicle or like system can implement a drive (or other) systems control architecture and interface as disclosed herein. Different aspects or components of vehicle100may be supplied by or sourced from different entities, such as third-party manufacturers, OEM suppliers, and so on. It may be desirable that the components or system(s) are modular, and that the modules fit together in a modular manner and/or electrically connected by a modular harness, so that the same modules may be used in different vehicles having different chassis, power requirements, types of fuel cells, and/or different numbers of fuel cell systems.

In this description, uses of “front,” “forward” and the like, and uses of “rear,” “rearward” and the like, refer to the longitudinal directions of the vehicle100. The terms “front,” “forward” and the like refer to the front (fore) of the vehicle100, while the terms “rear,” “rearward” and the like refer to the back (aft) of the vehicle100. Uses of “side,” “sideways,” “transverse” and the like refer to the lateral directions of the vehicle100, with “driver's side” and the like referring to the left side of the vehicle100, and “passenger side” and the like referring to the right side of the vehicle100.

As alluded to above, vehicle100may be a semi-tractor. Vehicle100may have an exterior compartment and one or more interior compartments. The compartments of vehicle100may include a passenger compartment104and/or one or more engine compartments106. Vehicle100may include, among other things, seats and a dash assembly housed in its passenger compartment104.

Vehicle100may have a body108that forms its exterior and defines the compartments of vehicle100. Body108may have upright sides, a floor, a front end, a rear end, and/or a roof, for example. In the embodiments in which vehicle100is a semi-truck, the semitrailer102similarly may have an exterior and an interior. Semitrailer may also have an interior compartment and/or a cargo compartment for carrying cargo, which may be an exterior compartment. In addition to body108, vehicle100may have a chassis110. Chassis110may serve as an underbody for vehicle100. Chassis110, like the body108, forms the exterior of the vehicle100. As part of the chassis110, the vehicle100may include a hitch112for hitching semitrailer102to vehicle100. With the semitrailer102hitched to vehicle100, vehicle100may be capable of pulling semitrailer102and any onboard cargo. In an embodiment, vehicle100may be built and/or assembled by a different entity than the entity (or entities) that builds/assembles part of the engine.

Vehicle100may include a modular drivetrain. The drivetrain may be part of, mounted to, or otherwise supported by, chassis110. The drivetrain may be housed, in whole or in part, in any combination of the passenger compartment104, the engine compartments106or elsewhere in the vehicle100. As part of the drivetrain, the vehicle100may include wheels114. The wheels114support the remainder of the vehicle100on the ground. Using a modular fuel cell system (e.g., having a modular drive train), may facilitate accommodating different chassis of different sizes, shapes, and/or configurations.

In the embodiments illustrated inFIG.1, vehicle100includes ten wheels114, two of which are front wheels114F, and eight of which are rear wheels114R (however, in other embodiments there may be a different number of wheels). The rear wheels114R may be arranged in four dual-wheel setups. The rear wheels114R belonging to two driver's side dual-wheel setups are shown, with the other two, passenger side dual-wheel setups. The passenger side dual-wheel setups may be mirror images of the driver's side dual wheel setups. The passenger dual-wheel setups may include the remaining rear wheels114R, which are not shown inFIG.1. One, some, or all, of the wheels114may powered to drive vehicle100along the ground. In rear-wheel drive embodiments, one, some, or all, of the rear wheels114R may be powered to propel vehicle100along the ground.

For the purpose of propelling vehicle100, also as part of the drivetrain, in addition to the wheels114, vehicle100may include a combination of a transmission, a differential, and/or a drive shaft to which the wheels114may be mechanically connected. The drive train may be assembled/built by a different entity than the entity that builds/assembles the semi-trailer102, compartment104, body108, chassis110, hitch112, and/or wheels114.

Vehicle100operates as an assembly of interconnected items that equip the vehicle100to satisfy real-time vehicle demands. A vehicle demand may correspond to a vehicle function whose performance satisfies the vehicle demand. Accordingly, the vehicle100is equipped, in operation, to satisfy one or more vehicle demands by performing one or more corresponding vehicle functions. With respect to performing vehicle functions, vehicle100is subject to any combination of manual operations and autonomous operations. For example, vehicle100may be manual-only, semi-autonomous, highly autonomous, or fully autonomous.

Vehicle100may include one or more vehicle systems120for satisfying various vehicle demands. Any of vehicle systems120may be capable of performing vehicle functions on behalf of the vehicle100(alone or in conjunction with the drivetrain), and thereby satisfying corresponding vehicle demands on behalf of the vehicle100. Any combination of vehicle systems120may be operable to perform a vehicle function.

In addition to vehicle systems120, vehicle100includes a sensor system122, as well as processor system124, memory system126, and one or more control modules128(which, again, may be implemented as one control circuit or as a plurality of individual control circuits) to which the vehicle systems120and the sensor system122are communicatively connected (“control modules128” is used to collectively refer to global control modules128G and power control module128P). Control modules128may determine the distribution the generation of power between the submodules of vehicle100and/or between the main module and one or more submodules of vehicle100.

In this specification, the term “main” as in “main module” or “main system” differs from the submodules and/or parallel systems in that the main module or main system may send control signals to control parts of or all of the subsystems and/or submodules. In this specification, the term “parallel systems” is generic to both subsystems and the main system. However, the term “subsystem,” is also intended to be generic to both the main system and the other subsystems, and thus when a plurality of “subsystems” are referred to without any indication of the existence of a main system, any of the subsystems may be a main system. In various embodiments “parallel systems” have high voltage systems that are electrically parallel to one another and/or mechanically parallel to one another, but parallel systems may share a common control system. In various embodiments parallel systems convert energy in a fuel and/or stored energy (e.g., in a battery) into mechanical energy that may be converted used for propelling a vehicle, optionally by turning a shaft that directly or indirectly causes the vehicle to travel. Optionally two (or more) parallel systems may turn the same shaft.

The sensor system122may be operable to detect information about the vehicle100. Sensor system122can include a plurality of sensors that can be used to detect various conditions internal or external to vehicle100, and provide information (e.g., sensor information, which may be information that is) indicative of, and/or characterizing the conditions that were sensed to processor system124and/or control modules128.

In various embodiments, one or more of the sensors of sensor system122may include their own processing capability to compute the results for additional information that can be provided to control modules128(which may include electronic control units). In other embodiments, one or more sensors may be data-gathering-only sensors that provide only raw data to processor system124and/or control modules128. In further embodiments, hybrid sensors may be included that provide a combination of raw data and processed data to control modules128. Sensors of sensor system122may provide an analog output or a digital output.

Sensors of sensor system122may be included to detect not only vehicle conditions but also to detect external conditions as well. Sensor system122may include sensors that might be used to detect external conditions, which may include, for example, sonar, radar, lidar or other vehicle proximity sensors, and cameras or other image sensors. Image sensors can be used to detect, for example, traffic signs indicating a current speed limit, road curvature, obstacles, and so on. Still other sensors may include those that can detect road grade. While some sensors can be used to actively detect passive environmental objects, other sensors can be included and used to detect active objects such as those objects used to implement smart roadways that may actively transmit and/or receive data or other information.

Processor system124may include one or more processors. Processor system124, the memory system126and the control modules128, together, may serve as one or more computing devices whose control modules128are employable to orchestrate the operation of vehicle100.

Specifically, control modules128may operate vehicle systems120based on information about the vehicle100. Accordingly, as a prerequisite to operating vehicle systems120, the control modules128may gather information about vehicle100, including any combination of the information about the vehicle100detected by sensor system122and/or information about the vehicle100communicated between the control modules128. Control modules128may then evaluate the information about the vehicle100, and control modules128may operate the vehicle systems120based on their evaluation. As part of the evaluation of the information about the vehicle100, the control modules128may identify one or more vehicle demands. When a vehicle demand or request is identified, the control modules128may operate one or more associated vehicle systems120to satisfy the vehicle demand/request.

The vehicle systems120may be part of, mounted to or otherwise supported by the chassis110. The vehicle systems120may be housed, in whole or in part, in any combination of the passenger compartment104, the engine compartments106, or elsewhere in the vehicle100. Each vehicle system120may include one or more vehicle elements or components. Each vehicle element/component may operable to perform, in whole or in part, any combination of vehicle functions with which the vehicle system120is associated. It will be understood that the vehicle elements, as well as the vehicle systems120to which they belong, may be mutually distinct but need not be mutually distinct.

The vehicle systems120may include an energy supersystem130and a propulsion supersystem132. The energy supersystem130and the propulsion supersystem132may be electrically connected to one another. The drivetrain may be mechanically connected to propulsion supersystem132. The propulsion supersystem132and the drivetrain together serve as an electrified powertrain for vehicle100. The energy supersystem130may perform one or more energy functions, including but not limited to generating electrical energy. The propulsion supersystem132is operable to perform one or more propulsion functions using electrical energy from the energy supersystem130, including but not limited to powering the wheels114.

Specifically, the energy supersystem130may be operable to generate electrical energy, store electrical energy, condition electrical energy, and/or otherwise handle electrical energy, and store and otherwise handle fuel. In conjunction with the drivetrain, the propulsion supersystem132may be operable to power the wheels114using electrical energy from the energy supersystem130. With the wheels114powered, the propulsion supersystem132may be used to accelerate vehicle100, maintain the speed of vehicle100(e.g., on level or uphill ground) and otherwise drive the vehicle100along the ground. The propulsion supersystem132may also generate electrical energy using one, some or all of wheels114, and consequently retard wheels114to decelerate the vehicle100, maintain the speed of the vehicle100(e.g., on a downhill surface or road) and otherwise drive the vehicle100along the ground. The retarding of wheels114may be used for regenerative braking, and the energy from the regenerative braking, may be stored for later use.

In addition to the energy supersystem130and the propulsion supersystem132, the vehicle systems120may include one or more auxiliary systems134. The auxiliary systems134may include a braking system140, a steering system142, a heating/cooling system144, and/or an accessory system146. The auxiliary systems134, such as the propulsion supersystem132, are electrically connected to the energy supersystem130. The auxiliary systems134are operable to perform one or more auxiliary functions using electrical energy from the energy supersystem130, including, but not, limited to frictional braking the vehicle100, steering the vehicle100, cooling the vehicle100, heating the vehicle100, and/or one or more accessory functions. Accordingly, although the propulsion supersystem132acts as the principal electrical load on the energy supersystem130, the auxiliary systems134may also place electrical loads on the energy supersystem130and on individual parallel system of energy supersystem130, as well.

As part of sensor system122, vehicle100may include one or more onboard sensors. The sensors monitor the vehicle100in real-time. These sensors, on behalf of the sensor system122, may detect information about the vehicle100, including information about user requests and information about the operation of the vehicle100. Sensor system122may include sensors for detecting the level and/or usage of hydrogen, water, and/or other compounds used in fuel or powering vehicle100. Sensor system122may detect the amount of charge remaining in one or more batteries, and/or the capability of one or more batteries to hold a charge. It should be understood that these are non-limiting examples of the types of sensors that may comprise sensor system122.

Vehicle100includes user controls, via which user requests are sent and/or sensed (e.g., a shift, accelerator, brakes, controls for climate control, mirrors, and/or lights). The user controls serve as interfaces between users of vehicle100and the vehicle100itself, and may receive mechanical, verbal, and/or other user inputs requesting vehicle functions. In conjunction with corresponding user controls, and among the sensors, the vehicle100includes an accelerator pedal sensor, a brake pedal sensor, a steering angle sensor, a shift sensor, one or more selector sensors, one or more microphones, and/or one or more cameras, for example. Relatedly, among information about user requests, the sensor system122may be operable to detect user inputs requesting powering the wheels114, user inputs requesting braking, steering, and/or switching gears, for example; user inputs requesting heating, and/or cooling, for example; and/or user inputs requesting accessory functions, for example.

Also among the sensors of sensor system122, the vehicle100may include one or more speedometers, one or more gyroscopes, one or more accelerometers, one or more wheel sensors, one or more thermometers, one or more inertial measurement units (IMUs), and/or one or more controller area network (CAN) sensors, for example. Among information about the operation of the vehicle100, sensor system122may detect the location and motion of the vehicle100, including the speed, acceleration, orientation, rotation, and/or direction of vehicle100, for example; the movement of the wheels114, the temperatures of the vehicle100; and/or the operational statuses of one, some or all of the vehicle systems120, the batteries, and/or the motors of vehicle100.

As noted above, the processor system124, the memory system126and the control modules128together serve as one or more computing devices whose control modules128orchestrate the operation of vehicle100. The control modules128include a global control module128G. Global control unit128G may include an electric hybrid vehicle electronic control unit (EHV ECU). As part of a central control system, vehicle100may include a global control unit (GCU) to which the global control module128G may belong. Global control unit126B may apportion requests for power and/or torque between the parallel system of vehicle100and/or between the main system of vehicle100and one or more parallel systems of vehicle100, and Global control unit126B may determine how much power and/or torque each parallel system and/or the main system each should produce. The control modules128may also include one or more power control modules128P. Relatedly, the vehicle100includes one or more power control units (PCUs) to which the power control modules128P belong. Although the processor system124and the memory system126are shown as being common to the GCU and the PCUs, any combination of, or all of, the GCU and the PCUs may be standalone computing devices with one or more dedicated processor system124and dedicated memory system126.

The global control module128G orchestrates the global operation of the vehicle100, including but not limited to the operation of the vehicle systems120, on behalf of the GCU. The power control modules128P orchestrate the operation of the energy supersystem130and the propulsion supersystem132, as well as certain auxiliary systems146, on behalf of the PCUs.

Power control modules128P may include circuitry to control various aspects of the vehicle operation. Power control modules128P may include, for example, a microcomputer that includes a one or more processing units (e.g., microprocessors), memory storage (e.g., RAM, ROM, etc.), and I/O devices. The processing units of control modules128may execute instructions stored in memory to control one or more electrical systems or parallel systems in the vehicle. Control modules128can include a plurality of electronic control units (ECUs), such as an electronic engine control module, a powertrain control module, a transmission control module, a suspension control module, and/or a body control module (for example). As a further example, electronic control units may be included for controlling systems and functions such as doors and door locking, lighting, human-machine interfaces, cruise control, telematics, braking systems (e.g., ABS or ESC), battery management systems, and so on. The various control units can be implemented using two or more separate electronic control units or using a single electronic control unit.

In the example illustrated inFIG.1, sensor system122receives information from a plurality of sensors included in vehicle100. For example, control modules128P may receive signals that indicate vehicle operating conditions or characteristics, or signals that can be used to derive vehicle operating conditions or characteristics. The signals may include, but are not limited to accelerator operation amount, ACC, a rotational speed, NMG, of the motor system166(motor rotational speed), and vehicle speed, NV. These may also include brake operation amount/pressure, B, battery SOC (i.e., the charged amount for one or more batteries of battery system162detected by an SOC sensor).

The processor system124may be any components configured to execute any of the processes described herein or any form of instructions to carry out such processes or cause such processes to be performed. The processor system124may be implemented with one or more general purpose or special purpose processors. Examples of suitable processor system124include microprocessors, microcontrollers, digital signal processors or other forms of circuity that execute software. Other examples of suitable processor system124include without limitation central processing units (CPUs), array processors, vector processors, digital signal processors (DSPs), field programmable gate arrays (FPGAs), programmable logic arrays (PLAs), application specific integrated circuits (ASICs), programmable logic circuitry and/or controllers. The processor system124may include at least one hardware circuit (e.g., an integrated circuit) configured to carry out instructions contained in program code. In arrangements where there are multiple processor parallel systems within processor system124, the parallel system of processor system124may work independently from each other or in combination with one another.

The memory system126is a non-transitory computer readable medium. The memory system126may include volatile or nonvolatile memory, or both. Examples of suitable memory system126includes random access memory (RAM), flash memory, read only memory (ROM), programmable read only memory (PROM), erasable programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), registers, magnetic disks, optical disks, hard drives or any other suitable storage medium, or any combination of these. The memory system126includes stored instructions in program code. Such instructions are executable by the processor system124or the control modules128. The memory system126may be part of the processor system124or the control modules128, or memory system126may be communicatively connected the processor system124or the control modules128.

Control modules128may control the electric drive components of the vehicle as well as other vehicle components. Control modules128may include machine instructions that may be executed by the processor system124. The control modules128may be implemented as computer readable program code that, when executed by the processor system124, execute one or more of the processes described herein. Such computer readable program code may be stored on the memory system126. The control modules128may be part of the processor system124or may be communicatively connected the processor system124.

As part of the vehicle systems120performing vehicle functions on behalf of the vehicle100(to satisfy corresponding vehicle demands on behalf of the vehicle100), the energy supersystem130may perform energy functions (e.g., functions that involve generating and/or consuming energy), and thereby satisfy corresponding energy demands, the propulsion supersystem132is operable to perform propulsion functions, and thereby satisfy corresponding propulsion demands, and the auxiliary systems134are operable to perform auxiliary functions, and thereby satisfy corresponding auxiliary demands.

From the perspective of the global control module128G and the power control modules128P, and the orchestration of the global operation of the vehicle100, the vehicle demands include one or more global vehicle demands or, in other words, vehicle demands common to the vehicle100. Specifically, one or more of the energy demands may be global energy demands, and one or more of the propulsion demands may be global propulsion demands. The global energy demands may include any combination of one or more demands to generate electrical energy, one or more demands to store electrical energy, and one or more demands to store and otherwise handle fuel. The global propulsion demands may include one or more demands to power the wheels114and one or more demands to retard the wheels114. Any combination of the global energy demands, and the global propulsion demands, may be part of global combined energy and propulsion demands, such as one or more demands to regeneratively brake the vehicle100. Any auxiliary demand may be a global auxiliary demand. The global auxiliary demands may include any combination of one or more demands to frictionally brake the vehicle100, one or more demands to steer the vehicle100, one or more demands to cool the vehicle100, one or more demands to heat the vehicle100and one or more demands to perform accessory functions.

Beyond being equipped to satisfy the global vehicle demands by performing corresponding vehicle functions, the vehicle100may be equipped to satisfy one or more vehicle demand requirements. Specifically, in relation to being operable to perform vehicle functions, and thereby satisfy corresponding global vehicle demands, the vehicle systems120have the capacity to satisfy vehicle demand requirements on behalf of the vehicle100. Accordingly, the energy supersystem130has the capacity to satisfy certain energy demand requirements, the propulsion supersystem132has the capacity to satisfy certain propulsion demand requirements, and the auxiliary systems134have the capacity to satisfy certain auxiliary demand requirements.

Vehicle demand requirements are specific to particular vehicle applications or vocations. In this specification a “vocation” refers to a specific end use and/or product made by the entire process or by the second entity or last entity (e.g., the OEM). For example, one vocation may be a beer truck (which may require refrigeration), another vocation may be a garbage truck, whereas another vocation may be passenger bus. For example, the vehicle100, as a semi-tractor application, has higher energy demand requirements and higher propulsion demand requirements than many other vehicle applications. In some cases, one vocation of vehicle100may have multiple times the energy demand requirements and multiple times the propulsion demand requirements of another vocation.

For purposes of realizing the capacity to satisfy the energy demand requirements and the capacity to satisfy the propulsion demand requirements, the vehicle100includes multiple power module main system150A and parallel systems150B (referenced generally using “power modules150” or “power module parallel systems150”) whose vehicle elements are may be mechanically linked. In various embodiments, each power modules150is electrically isolated from other power module parallel systems. Although the vehicle100, as shown, includes two power module parallel systems150A and15B, in other embodiments, more than two power modules150may be included. In relation to the power modules150, the energy supersystem130includes multiple energy main system152A and parallel systems152B (collectively energy systems152) that may each have a corresponding main propulsion system154A and sub propulsion system B (referred to collectively energy systems154) in propulsion supersystem132.

In each power system module150, the propulsion system154and the energy system152may be electrically connected to one another. Moreover, the drivetrain is mechanically connected to each propulsion parallel system154. Each energy system152may perform energy functions with which the energy supersystem130may be associated (e.g., on behalf of propulsion parallel systems154), including but not limited to generating electrical energy. Similarly, each propulsion system154may perform propulsion functions (e.g., the power system module150to which it belongs and) with which the propulsion supersystem132is associated using electrical energy, including but not limited to powering the wheels114. Each propulsion system154is, specifically, operable to perform propulsion functions using electrical energy from the energy system152of the power module system150to which it and the energy parallel system152belong.

Each energy parallel system152, and the power module system150to which it belongs, may include a main fuel system A and one sub fuel system B (referred to collectively as fuel cell system160), a main battery system162A and sub battery162B (referred to collectively battery system162), and/or a main fuel tank system164A (referred to collectively as fuel tank system164) and sub fuel tank system164B (referred to collectively as fuel tank system164). Each propulsion system154, and the power module system150to which it belongs, may include a motor system166. Inside each power module system150, the motor system166is electrically connected to the corresponding fuel cell system160, so as to power the motor system166. The battery system162and the corresponding fuel cell system160may be electrically connected to one another, so that the fuel system160may recharge battery system162, and both may power the corresponding and the motor system166. Additionally, battery system162may provide transient power demands, so that the corresponding a relatively constant power draw from the corresponding fuel system160while the fuel corresponding fuel system160is used for powering the corresponding motor system166.

The motor(s) of motor parallel systems166can be powered by the battery (or batteries) of battery parallel systems162to generate a motive force to move the vehicle100and adjust vehicle speed. The motor(s) of motor parallel systems166can also function as a generator to generate electrical power such as, for example, when coasting or braking. Battery parallel systems162may also be used to power other electrical or electronic systems in the vehicle. A given battery system162may have different power demands than other battery parallel systems162as a result of powering a different set of other electrical systems (e.g., it may be that one or more battery parallel systems162do not power any other electrical systems and/or that only one of battery parallel systems162powers all of the other accessory and/or auxiliary electrical parallel systems). A given motor of motor parallel systems166may be connected to a given battery of battery parallel systems162, via an inverter. The batteries of battery parallel systems162may include, for example, one or more batteries, capacitive storage units, or other storage reservoirs suitable for storing electrical energy that can be used to power an electric power motor. The batteries of battery parallel systems162may be implemented using one or more batteries, the batteries can include, for example, nickel metal hydride batteries, lithium ion batteries, lead acid batteries, nickel cadmium batteries, lithium ion polymer batteries, and/or other types of batteries.

Control modules128may control an inverter to adjust driving current supplied to one or more motors of motor system166, and adjust the current received from the motor during regenerative coasting and breaking. As a more particular example, output torque of the motor can be increased or decreased by control modules128through the inverter.

Fuel cell parallel systems160are fluidly connected to fuel tank parallel systems164. Fuel cell parallel systems160may generate electrical energy using energy from the fuel from fuel tank system164. In conjunction with the drivetrain, motor parallel systems166power the wheels114using electrical energy from any combination of fuel cell parallel systems160and battery parallel systems162. The distribution of power generated by different power module parallel systems150and the distribution of power generated by each battery system160as compared to the corresponding fuel parallel system may be adjusted to extend the life of the battery parallel systems160and maintain an optimum durability and drivability of the vehicle100.

Battery parallel systems162may be provided by a first entity (e.g., a first supplier or manufacturer), and a second entity (e.g., a second provider or manufacturer), which adds fuel cell parallel systems160and fuel tank parallel systems164to battery parallel systems162to form a kit that is provided to a third entity (e.g., an OEM). Control modules128may be communicatively connected to fuel parallel systems160, battery parallel systems162, fuel tank system164, motor parallel systems166, and/or other parts of vehicle100by the modular harness.

The motor parallel systems166may also generate electrical energy using the wheels114, and consequently retard wheels114. Battery system162may store electrical energy from the corresponding fuel cell system160. Battery system162may store electrical energy from the corresponding motor system166. Fuel tank system164is operable to store and otherwise handle fuel, including fueling the corresponding fuel cell system160with fuel. The power module parallel systems150may be “stacked” for purposes of realizing the capacity to satisfy the energy demand requirements and the capacity to satisfy the propulsion demand requirements of the vehicle100to which they belong. Specifically, given an energy demand requirement, in each power module150, the energy system152has the capacity to satisfy a share of the energy demand requirement.

Power module parallel systems150to which the energy parallel systems152belong have the capacity to in combination satisfy the energy demand requirement, with the contribution of each energy parallel system being added together to fulfill the energy requirement of vehicle100. In various embodiments, the energy supersystem130has the capacity to satisfy the energy demand requirement of vehicle100as well based on the contribution of each energy system152. Similarly, given a propulsion demand requirement, in each power module system150, the propulsion system154has the capacity to satisfy a share of the propulsion demand requirement of vehicle100. With the propulsion parallel systems154each having the capacity to satisfy a share of the propulsion demand requirement, power module parallel systems150to which the propulsion systems154belong have the capacity to contributorily satisfy the propulsion demand requirement. With the propulsion systems154likewise belonging to the propulsion supersystem132, the propulsion supersystem132has the capacity to satisfy the propulsion demand requirement as well. In an embodiment, one or more of energy parallel systems152may be able to power vehicle100alone, for at least short duration of time and optionally on a continuous, ongoing, and/or long-term basis.

Given a global energy demand, in each power module150, the energy system152may be operable to satisfy a share of the global energy demand. With the energy systems152each operable to satisfy a share of the global energy demand, the power module parallel systems150to which the energy parallel systems152belong may be operable to contributorily satisfy the global energy demand. With the energy parallel systems152likewise belonging to the energy supersystem130, the energy supersystem130is operable to satisfy the global energy demand as well. Similarly, given a global propulsion demand, in each power module150, the propulsion system154may be operable to satisfy a share of the global propulsion demand. With the propulsion parallel systems154each operable to satisfy a share of the global propulsion demand, the power module parallel systems150to which the propulsion systems154belong are operable to contributorily satisfy the global propulsion demand. With the propulsion systems154likewise belonging to the propulsion supersystem132, the propulsion supersystem132is operable to satisfy the global propulsion demand as well.

Although vehicle demand requirements are specific to particular vehicle applications, some vehicle demand requirements are less vocation-dependent than others, and a semi-tractor vocation (for example), may still have similar auxiliary demand requirements as many other vehicle vocations.

In various embodiments, the auxiliary systems134perform functions that are common to the vehicle100, rather than having multiple parallel system relationships. In relation to the power module parallel systems150and the energy supersystem130, one or more of the auxiliary elements, either individually or as part of the auxiliary systems134to which they belong, are assigned to the power module parallel systems150. At each power module system150, each assigned auxiliary element, either individually or as part of the auxiliary system134to which it belongs, as the case may be, is electrically connected to at least one of the energy parallel systems152. On behalf of the vehicle100and the auxiliary system134to which a given one of power module parallel systems150belongs, each assigned auxiliary element is operable to perform auxiliary functions using electrical energy from at least one of the energy parallel systems152. Accordingly, in each power module system150, although the propulsion system154acts as the principal electrical load on the energy system152, the assigned auxiliary elements act as electrical loads on the energy system152as well. However, given a global auxiliary demand, the assigned auxiliary elements are operable to satisfy the global auxiliary demand on an unassigned basis.

As noted above, the power control modules128P orchestrate the operation of the energy supersystem130and the propulsion supersystem132, as well as certain auxiliary systems146. Power control modules128P is used to collectively refer to main control module128P-A and sub control module128P-B. Power control module128P Specifically, in relation to the arrangement of the energy supersystem130and the propulsion supersystem132across the power module parallel systems150, the vehicle100includes multiple parallel system power control modules128P (e.g., parallel system power control modules128P-A and128P-B). In the vehicle100, each power control module128P is assigned a power module150. With each power module150including an energy system152and a propulsion system154, each power control module128P is assigned an energy system152and a propulsion system154. Moreover, one or more power control module128P may also be assigned control over auxiliary elements. Specifically, one or more power control module128P may be assigned the auxiliary elements assigned to the power module150that, in turn, may be assigned to the power control module128. Each power control module128orchestrates the operation of the assigned power module150, including the operation of the assigned energy system152and the operation of the assigned propulsion system154, as well as the operation of the assigned auxiliary elements.

Interface

FIG.2illustrates aspects of a vehicle200, which may be an embodiment of vehicle100ofFIG.1. Vehicle200may be delineated, for purposes of various embodiments, into aspects/components provided or supplied by an OEM provider/manufacturer, along with other aspects/components of vehicle200that may be provided or supplied by another entity, such as a supplier/provider other than the OEM. It should be understood that the corresponding portions of vehicle200that may be OEM-provided and third party supplier-provided can vary in other embodiments. As noted above, an interface is provided such that OEM systems may request a certain amount of torque or power to be provided in response to a driver or vehicle-initiated request/operation. Regardless of the origin(s) of the drivetrain/powertrain components of the vehicle, the interface can process the request appropriately without the OEM systems having to know/understand/communicate directly with those drivetrain/powertrain components.

Requests for power and torque are generated in the OEM side210of system200and the transmission. Shifter/gearshift212effectuates gear shifts for vehicle100, which, depending on the current gear and vehicle speed, can influence the amount of torque requested for the drivetrain. The shifter212can also be used to control gearing for, e.g., different road grades (declines/inclines), or for other situations where a greater amount of power may be necessary to travel at a given speed. The amount of energy and/or power required to generate a particular amount of torque, depends on the gear to which shifter212is set, and consequently, shifter212affects the conversion factor between converting torque requests to power requests and the conversion factor between power requested and the amount of torque that will be obtained. It should be understood that FC vehicles may not utilize a clutch or gears, as such FC vehicles may only have a single gear. For example, electric motors may generate all their torque at lower speeds. In other embodiments, FC vehicles may use gears, e.g., two gears, four gears, and so on. It should be noted that the more gears that are used, the better optimized power delivery may be, e.g., more granular.

Accelerator pedal214reflects a desired speed request for changing or maintaining a particular speed. It should be understood that this request can be an acceleration response equivalent to a throttle response in conventional vehicles. The brake pedal216creates a request to reduce the amount of torque provided, apply negative torque, or actuate friction brakes to a desired degree so as to stop or slow vehicle down. The analog signals from the shifter212, accelerator pedal214, and brake pedal216may be sent to an Analog to Digital converter218to convert the analog signals to digital signals/controls that can be understood by vehicle200's ECU, e.g., percent of deflection in the case of a pedal, which may then may be sent to signal combiner220. It should be noted that in some embodiments, vehicle200may include a jake brake/engine braking functionality (not illustrated). Accordingly, in some embodiments, such a jake brake may be another vehicle component with which a user can request the application of torque (in addition to accelerator and brake pedals214and216, respectively.

Signal combiner220generates a signal indicative of the appropriate amount of toque to request. Signal combiner220, determines the signal to generate (e.g., determines how much torque and/or power to request), based on signals form the shifter212, accelerator pedal214, and/or brake pedal216. The amount of torque to request may also depend on the current speed of the vehicle and/or the current torque being supplied, because, at least some of the time, less torque and/or power may be required to maintain a particular speed than to obtain a that speed. Signal combiner220creates user torque request222, which is a request for a particular amount of torque that is estimated to be needed for running the vehicle the in the manner requested. In various embodiments, signal combiner220may implement the following algorithm. Signal combiner220may make a determination of the state of shifter212. If shift212is in a no-torque state, such as park or neutral, no torque is requested. If shifter212is not in a no-torque state, a signal combiner220may make a determination as to whether shifter212is in a gear for moving forward or in a gear for moving in reverse, and some amount of torque that moves the vehicle forward will be requested if shifter212is in a gear for moving forwards and a torque that moves the vehicle backward will be requested if shifter212is in a gear for traveling in reverse. Next, signal combiner220may determine which forward gear or backward gear the vehicle is in to determine a conversion between the power requested and the torque requested. It should be noted that in some embodiments, interface236may determine the requisite transmission drive gear (e.g., gear one through four) based on how system200may be optimized, and fed back to OEM side210. Next signal combiner220may determine the state of the accelerator pedal214and/or brake pedal216to determine how much power is being requested. In some embodiments, as described herein, only a torque request is received from OEM side210. By the nature of having all information exchanged as a torque value, the system can be made universal and not required to read the analog input of an accelerator or brake pedal position. In an embodiment, the more accelerator pedal214is depressed, the more power is requested. If brake pedal216is depressed, the amount of power requested may be reduced. In some embodiments, a brake torque request instead of a power reduction request with the application of the brake pedal can be received, where in general, positive torque corresponds with acceleration, while negative torque corresponds with deceleration. Next, signal combiner220may convert the power request to a torque request, using a power to torque conversion factor that is based on which gear, shifter212is currently in. In some embodiments, requested torque is torque at the prop shaft (downstream of the transmission, and used to deliver power from the transmission to the differential). Interface236may receive the prop shaft torque requests, and subsequently optimize the motors and transmission to get the requested torque produced at the prop shaft. Torque at the prop shaft may be considered to be effective torque at the wheels (after going through axle differential, which is fixed), so is more universal than torque to a specific motor configuration. It should be understood that in some contexts, the terms prop shaft and drive shaft may be interchangeable, while in other situations, prop shaft may refer to a transmission-differential connection, whereas a drive shaft can refer to the shaft connecting the differential to the wheels. Regardless, in some embodiments, the torque request may, alternatively, be at the differential output.

Similarly, heating ventilation and air conditioning (HVAC) system224may generate signals that request heat, ventilation (which may involve running a fan), air conditioning, and/or other climate control-related requests. That is, HVAC system224may, effectively request power to adjust the climate according to the user's comfort. Other accessories226may include a radio, lights, a navigation system, a refrigeration system, electrically powered windows, and/or any other accessories, for example. When activated, other accessories226request electrical power for running such accessories. Requests for electrical power to meet the demands of HVAC system224and other accessories226are sent to electrical signal combiners228and230, respectively. Signal combiner228combines the signal from HVAC system224with a signal indicative of the maximum power available for climate control. Signal combiner228may place a limit on how much power can be diverted from one or more the parallel systems of system200to HVAC system224based on the current state of the power generation system. The output of signal combiner228may be sent to an A/C air compressor232, and A/C air compressor, if air conditioning was requested, which draws an appropriate amount of power from one or more of the parallel systems of the power generation system to run compressor232. Signal combiner230combines the signal from other accessories226with a signal indicative of the maximum power available for the other accessories. Signal combiner230then sends the signal to DC/DC inverter234to draw the amount of power necessary for the accessories that are powered by one or more of the parallel systems. DC/DC converter234draws an appropriate amount of power from one or more of the parallel systems of the power generation system based on the power requested by other accessories226and the signal indicative of the maximum amount of power available limit of the how much power. In the embodiment of system200, the total power may be requested by an original equipment manufacturer (OEM) using the interface of system200.

Shifter212, accel pedal214, brake pedal216, HVAC224, and/or other accessories525may be used by the driver (or other user) requests power from system200. It should be understood that in some embodiments, vehicle200may be autonomous or semi-autonomous (e.g., operative in conjunction with an advanced driver assist system (ADAS)). Accordingly, vehicle200's ECU or other motive control system(s) may provide the requisite input, or power/torque requests in some embodiments. In an embodiment, total power requested by the user is determined by the interface formed by shifter212, accel pedal214, brake pedal216, HVAC224, and/or other accessories525. AC/DC converter218, signal combiner220, electrical signal combiners228and230, further modify the power request, whereas A/C compressor232and DC/DC converter234draw power from one or more of the parallel system of system200, which may limit the available power for fulfilling torque requests by the parallel systems from which the power was drawn. Since accessories may draw power from some of parallel systems (e.g., from just one or more parallel systems), but not draw any power from other parallel systems, the parallel systems may not have an equal amount of power available for generating torque (assuming if each of the parallel systems would otherwise have the same capacity for generating power), and may inherently have different amounts of power available for torque request and/or other purposes.

Distribution Logic

FIG.3is a schematic representation of the system architecture and interface logic326(which embodies the interface236ofFIG.2), and which may be a supplier interface, an OEM interface, or other interface), and may comprise logic for controlling torque and power generation.FIG.3will be described in conjunction withFIG.4which is a flowchart illustrating example operations to effectuate torque and power distribution specified by OEM systems via non-OEM systems.

Referring toFIG.4, at operation400, a request for a specified amount of torque is received, by a universal interface, e.g., interface236/326, from one or more components of a first set of vehicle components. As discussed above, the first set of vehicle components may be components on the OEM side of a vehicle, e.g., torque requests based on accelerator pedal actuation, brake actuation, accessory operation, and so on. In some embodiments, the request may be transmitted from the OEM side of the vehicle, e.g., from ECU324, which communicates with sensors122(including, for example, gearshift sensor212A, accelerator sensor214A, brake sensor216A, fuel cell sensor(s)278A/280A, battery state of charge (SOC) sensors282A/284A, HVAC sensor224A, and other sensors226A. The operating demands or requirements associated with one or more of the components of vehicle OEM systems210can be sent as a torque request, via ECU324to interface circuit326by way of a Controller Area Network (CAN bus).

It should be understood that in keeping with the standardized/modular aspect achieved through use of various embodiments, the J1939 (promulgated by the Society of Automotive Engineers (SAE)) standard may be used to communicate the torque request via the CAN bus (not shown). The J1939 would be understood by those of ordinary skill in the art to have the ability to provide information about engine speed and torque. In some embodiments, signal combiner236consolidates a user torque request with a signal from the transmission (transmission torque request) to produce a consolidated torque request238. There may be certain conditions during which the transmission needs to request more torque, such as when switching gears when accelerating past a particular speed. When one of the conditions occurs at which the transmission needs to switch gears or request more torque, the request from the transmission may override the request for torque from the user.

At operation402, the universal interface may determine a balance between one or more components of a second set of vehicle components for delivering the specified amount of torque. That is, vehicle non-OEM systems330, which can include, but is not necessarily limited to modular drivetrain/powertrain components, such as the aforementioned MGs and inverters, fuel cells and batteries, and transmission. For example, a consolidated torque request238is sent to splitter240. Splitter240determines how much torque should be provided by each of the parallel systems and/or determines what percentage of the total torque requested each parallel system should provide. There may be multiple factors that determine what percentage of the torque is provided by each parallel system. For example, the power for the accessories may be drawn from one of the parallel systems, which may leave less power available to that parallel system for providing torque. It should be understood that in some embodiments, splitter240can refer to a software algorithm. Inputs to splitter240may comprise temperatures of a fuel cell(s), battery, and motors, battery state of charge (SOC), or potentially other factors such as historical efficiency of the specific hardware on an individual vehicle. Splitter240optimizes all these factors along with the requests from a vehicle.

There may be competing optimization objectives between drivability and durability. For example, parallel system B may have a battery that needs to be recharged, and the power balance determined by splitter240may have parallel system A shoulder more of the load in order to protect parallel system B's battery, which may adversely affect drivability. In an embodiment, splitter240may rank performance targets for the vehicle. Splitter240uses each parallel system as a degree of freedom that can be modulated in order to optimize drivability, durability, proper battery management, efficiency, and/or performance (e.g., while maintaining or optimizing safety).

Splitter240makes at least an initial determination as to how to allocate power between the different parallel systems, and a signal torque request242A is produced and is sent to limiter244, which determines whether to further limit the amount of torque to request from a particular parallel system (e.g., parallel system A). Limiter244also receives a signal indicative of the maximum available power of the current parallel system, and the minimum power that is safe to run the current parallel system without causing damage to the current parallel system. If the torque requested by torque request signal242A from splitter240is higher than the maximum, a feedback signal242B is sent to splitter240, which directs splitter240to recompute how to distribute the torque request between the parallel systems. Optionally, the maximum available torque may be requested by limiter244and/or a signal may be sent from limiter244to splitter240(that is, splitter240may, e.g., completely recompute how to redistribute the power request between all the parallel systems). Optionally still, splitter240may recompute how to distribute the power with the other parallel system and limiter244may send a power request for the maximum available power to inverter272as power request246. Similarly, if the torque requested by the signal242A from splitter240is lower than the minimum torque, then feedback signal242B is sent to splitter240, which directs splitter240to recompute how to distribute the torque request between the parallel systems. The output of limiter244may be torque request246, which is a request for the amount of torque determined by limiter244, and which is sent to inverter272for requesting torque from parallel system A.

Torque request246is also sent to torque-to-power converter248, which is a component that converts the torque request into a request for an amount of power that will generate the requested torque. To make the conversion, the amount of torque requested for a unit change in angle of the rotor is computed, and the result may be multiplied by the expected efficiency of the motor in converting electrical power into torque. The output of torque-to-power converter248is power requested250, which is sent to FC/battery power balancer252. In an embodiment, prior to sending torque request246to sub system A, power requested250, may perform further computations to determine whether power request246is acceptable, and if power request246is not acceptable, spit240recomputes the torque and/or power distribution. FC/battery balancer252may check whether each power request246individually or whether all of the power requests when combined into a power distribution is acceptable. In various embodiments, various checks for whether a power distribution is acceptable may be performed by splitter240, limiter244, or FC/battery balancer252.

FC/battery balancer252may determine an appropriate balance between the power supplied by the battery system of a given parallel system and the power supplied by the fuel cell system of the same given parallel system, based on input from the battery and fuel cell of the current parallel system. For example, FC/battery balancer252may decide whether some of the power from the fuel cell should be used for recharging the high voltage battery. FC/battery balancer252may produce a maximum/minimum power signal254, which is a signal that includes an indication of the maximum available power of the current parallel system (e.g., parallel system A) and the minimum safe power at which to operate the current parallel (e.g., to avoid cycling between the parallel system A toggling on and off). The maximum/minimum power signal254may be sent to signal combiners228and230, so as to limit the power requested for the climate control and/or other accessories, if necessary. The maximum/minimum power signal254may also be sent to power-to-torque converter256, which may divide the power requested by a unit of angle of revolution of the rotor of the motor. The result of the dividing the power requested by a unit of angle of revolution may then optionally be multiplied by an efficiency of the motor of the current parallel system in converting torque to power. The output of the power-to-torque converter256may be maximum/minimum torque258, which is a signal indicating the maximum torque available to request from the current parallel system (e.g., parallel system A) and the minimum torque that is safe to request from the current parallel system. Maximum/minimum torque258is sent to limiter244, which is used to determine whether the torque request from splitter240is between the maximum and minimum thresholds determined from maximum/minimum torque258. If the request is not within the maximum and minimum threshold, the request may be set to the nearest of the maximum and minimum threshold to the value requested by splitter244. Power/torque converter260may have the same function as the combination of power-to-torque converter256and torque-to-power converter248. However, power/torque converter260performs the power-to-torque conversion for a different parallel system, e.g., parallel system B. Similarly, limiter262performs the same function as limiter244, but for another parallel system, e.g., parallel system B.

At operation404, the universal interface may instruct the one or more components of the second set of vehicle components to deliver a commensurate portion of the specified amount of torque. For example, inverter272receives torque request246, and similarly, inverter274receives a similar torque request from limiter262. Inverters272and274may include electrical inverters222and242, and optionally power distribution circuit220and power distribution240, respectively. Supplier270denotes the portion of vehicle100(regarding electric MGs and inverters for driving or receiving power from the MGs) supplied by an entity, e.g., an entity other than or different from the OEM. Supplier276denotes a portion of vehicle100supplied by another entity different from the OEM, and in this case, regarding the fuel cell and battery components of vehicle100. Inverters272and274may draw power from the batteries/fuel cells (supplier276), i.e., via fuel cells278and280and high voltage batteries282and284, respectively. Fuel cells278and280and high voltage batteries282and284send signals to FC/battery power balancer252. The power from inverters274and276power motor-generators MGA278and MGB280, respectively, which in turn, power transmission292(which may be from yet another supplier290). It should be noted that the particular breakdown/sourcing of vehicle components can vary. The examples illustrated and described herein are not meant to be limiting in any way. Again, embodiments of the present disclosure are directed to interfacing at least one OEM aspect/component of a vehicle (in this case, vehicle OEM systems210) with at least one non-OEM aspect/component of the vehicle (in this case, vehicle non-OEM systems330regarding power/torque delivery in a seamless manner, negating a need for proprietary communications, integration, etc.

Each of signal combiners220,228,230, splitter240, limiter244, torque to power convert248, FC/battery power balancer252, power-to-torque converter256, power-torque converter260, and limiter262are logic units that be implemented in software (by implementing one more machine instructions) and/or hardware. The same is true of interface circuit326which may comprise a data interface304for receiving signals, such as sensor signals from sensors122which can be ultimately converted in a torque request. Memory306comprises instructions that when executed by processor308may effectuate the requisite power/torque conversions, splitting/limiting determinations, etc.

Referring now toFIG.5, computing component200may represent, for example, computing or processing capabilities found within computer processing units or any other type of special-purpose or general-purpose computing devices as may be desirable or appropriate for a given application or environment. Computing component200might also represent computing capabilities embedded within or otherwise available to a given device. For example, a computing component might be found in other electronic devices such as, for example, electronic devices that might include some form of processing capability.

Computing component200might include, for example, one or more processors, controllers, control components, or other processing devices. This can include a processor, and/or any one or more of the components making up electronic control device50and/or its component parts, hydraulic control circuit40, or other components or elements of vehicle, e.g., signal sensors, etc. Processor504might be implemented using a general-purpose or special-purpose processing engine such as, for example, a microprocessor, controller, or other control logic. Processor504may be connected to a bus502. However, any communication medium can be used to facilitate interaction with other components of computing component200or to communicate externally.

Computing component200might also include one or more memory components, simply referred to herein as main memory508. For example, random access memory (RAM) or other dynamic memory, might be used for storing information and instructions to be executed by processor504. Main memory508might also be used for storing temporary variables or other intermediate information during execution of instructions to be executed by processor504. Computing component200might likewise include a read only memory (“ROM”) or other static storage device coupled to bus502for storing static information and instructions for processor504.

The computing component200might also include one or more various forms of information storage mechanism210, which might include, for example, a media drive212and a storage unit interface220. The media drive212might include a drive or other mechanism to support fixed or removable storage media214. For example, a hard disk drive, a solid state drive, a magnetic tape drive, an optical drive, a compact disc (CD) or digital video disc (DVD) drive (R or RW), or other removable or fixed media drive might be provided. Storage media214might include, for example, a hard disk, an integrated circuit assembly, magnetic tape, cartridge, optical disk, a CD or DVD. Storage media214may be any other fixed or removable medium that is read by, written to or accessed by media drive212. As these examples illustrate, the storage media214can include a computer usable storage medium having stored therein computer software or data.

In alternative embodiments, information storage mechanism210might include other similar instrumentalities for allowing computer programs or other instructions or data to be loaded into computing component200. Such instrumentalities might include, for example, a fixed or removable storage unit222and an interface220. Examples of such storage units222and interfaces220can include a program cartridge and cartridge interface, a removable memory (for example, a flash memory or other removable memory component) and memory slot. Other examples may include a PCMCIA slot and card, and other fixed or removable storage units222and interfaces220that allow software and data to be transferred from storage unit222to computing component200.

Computing component200might also include a communications interface224. Communications interface224might be used to allow software and data to be transferred between computing component200and external devices. Examples of communications interface224might include a modem or softmodem, a network interface (such as an Ethernet, network interface card, WiMedia, IEEE 802.XX or other interface). Other examples include a communications port (such as for example, a USB port, IR port, RS232 port Bluetooth® interface, or other port), or other communications interface. Software/data transferred via communications interface224may be carried on signals, which can be electronic, electromagnetic (which includes optical) or other signals capable of being exchanged by a given communications interface224. These signals might be provided to communications interface224via a channel228. Channel228might carry signals and might be implemented using a wired or wireless communication medium. Some examples of a channel might include a phone line, a cellular link, an RF link, an optical link, a network interface, a local or wide area network, and other wired or wireless communications channels.