Patent ID: 12240330

DETAILED DESCRIPTION

The following disclosure describes systems and methods for customizing (i.e., personalizing, tuning) operating characteristics of vehicles. In some embodiments, the systems and methods may be particularly suited for (e.g., powersport) electric vehicles but it is understood that some aspects of present disclosure are also applicable to powersport vehicles that are propelled by internal combustion engines. In some embodiments, the customization of operating characteristics may be achieved by way of operator-defined and individually-variable operating parameters of a vehicle.

Compared to having only a few factory-defined operational modes (e.g., economy, normal and sport modes) or factory-defined performance levels (e.g., novice, intermediate and expert) that come with fixed factory-defined sets of operating parameters, the use of specific individually-variable operating parameters as described herein may facilitate expanded customization capabilities and a wide range of operator experiences available with the vehicle. The use of individually-variable operating parameters may provide more granularity in the customization and provide more freedom to an operator (or custodian of the vehicle) in tailoring the performance characteristics of their vehicle based on operator preferences, operator experience levels, and/or on the conditions in which the vehicle is operated for example.

In some embodiments, the individually-variable operating parameters may be variable on an individual basis by an operator of the vehicle. In other words, one or more individually-variable operating parameters may be defined independently and separately from each other by an operator to provide tuning flexibility to the operator. The ability to vary operating parameters in this manner may, for example, be used to restrict or expand the propulsive performance of the vehicle.

The terms “connected” and “coupled to” may include both direct connection or coupling (in which two elements contact each other) and indirect connection or coupling (in which at least one additional element is located between the two elements).

The term “substantially” as used herein may be applied to modify any quantitative representation which could permissibly vary without resulting in a change in the basic function to which it is related.

Aspects of various embodiments are described through reference to the drawings.

FIG.1is a schematic representation of an exemplary system10facilitating operator customization of one or more performance characteristics of electric powersport vehicle12(referred hereinafter as “vehicle12”). Vehicle12may be a snowmobile but it is understood that the systems described herein may also be used on other types of electric vehicles such as electric (e.g., side-by-side) utility task vehicles (UTVs), electric motorcycles, electric all-terrain vehicles (ATVs), and electric personal watercraft (PWCs). In some embodiments, the systems described herein may also be used on electric (e.g., outboard) boat motors. Vehicle12may include elements of the snow vehicle described in International Patent Application no. WO 2019/049109 A1 (Title: BATTERY ARRANGEMENT FOR ELECTRIC SNOW VEHICLES), which is incorporated herein by reference.

Vehicle12may include a frame (also known as a chassis) which may include tunnel14, track15having the form of an endless belt for engaging the ground and disposed under tunnel14, powertrain16mounted to the frame and configured to drive track15, left and right skis18disposed in a front portion of vehicle12, and straddle seat20disposed above tunnel14for accommodating an operator (not shown) of vehicle12and optionally one or more passengers (not shown). Skis18may be movably attached to the frame to permit steering of vehicle12via a steering assembly including a steering column interconnecting handlebar22with skis18. Powertrain16of vehicle12may be electrically powered and driven based on an actuation and displacement of accelerator24, also referred to as “throttle”, by the operator. Accelerator24may be an actuatable finger lever, a thumb lever, a rotatable handgrip, or a foot pedal depending on the type of vehicle.

In various embodiments, system10may be partially or entirely integrated with vehicle12. System10may include one or more external operator interfaces26A provided via smartphone28, laptop computer30, or other portable electronic device suitable for data communication with controller34of vehicle12. External operator interface26A may be in wired or wireless data communication with controller34. Alternatively or in addition, system10may include one or more onboard operator interfaces26B such as instrument panel32. Operator interfaces26A,26B may facilitate the input of one or more values of respective one or more individually-variable parameters36defining respective performance characteristics of vehicle12for use by controller34of vehicle12.

Smartphone28and/or laptop computer30may be in direct (e.g., via Bluetooth®) or indirect wireless data communication with controller34. For example, smartphone28and/or laptop computer30may communicate with controller34via a suitable communication network38, which may include a local area network (LAN), wide area network (WAN), cellular network, internet-based network, satellite-based network, Wi-Fi or other suitable type of network. For example, external operator interface26A may include a webpage provided by a website and displayed to the operator using a web browser via smartphone28and/or via laptop computer30. External operator interface26A may be provided via an application (app) running on smartphone28and/or on laptop computer30. In some embodiments, network38may include one or more network antennas40and one or more servers42on which parameter(s)36may be stored. Controller34may be in wireless communication with external operator interface26A directly or via network38using onboard antenna44.

In some embodiments, system10may also include operator key46permitting the operation of vehicle12when key46is received into receptacle48, or when key46is detected to be in sufficient proximity to vehicle12for example. Key46may provide a unique identifier, such as operator ID72referenced below, to controller34that may authorize the operation of vehicle12and that may identify the operator and/or an operator-defined operational mode associated with key46.

In some embodiments, operator interfaces26A,26B may be provided on a display screen associated with one or more operator input devices such as a keyboard or a cursor control device for example. In some embodiments, operator interfaces26A,26B may be provided on a touch-sensitive display screen allowing inputs to be received directly from the operator. In some embodiments, operator interfaces26A,26B may include physical (hard) input devices such as knobs, buttons, dials, switches, keypads, trackballs, mice, etc.

FIG.2is a schematic representation of vehicle12. Powertrain16may include one or more electric motors50(referred hereinafter in the singular as “motor50”) for providing propulsive power to vehicle12. Motor50may include elements of the motor described in U.S. Provisional Patent Application No. 63/135,466 (Title: DRIVE UNIT FOR ELECTRIC VEHICLE) and No. 63/135,474 (Title: DRIVE UNIT WITH FLUID PATHWAYS FOR ELECTRIC VEHICLE), which are incorporated herein by reference.

Motor50may be drivingly coupled to track15via a drive shaft. Motor50may be in torque-transmitting engagement with the drive shaft via a belt/pulley drive, chain/sprocket drive, or shaft/gear drive for example. The drive shaft may be drivingly coupled to track15via one or more toothed wheels or other means so as to transfer motive power from motor50to track15. In various embodiments, motor50may be a permanent magnet synchronous motor or a brushless direct current motor for example.

For UTVs, motorcycles and ATVs, motor50may be drivingly coupled to wheels and tires as ground-engaging members. For a PWC, motor50may be drivingly coupled to an impeller. For an outboard boat motor, motor50may be drivingly coupled to a propeller.

Powertrain16may also include one or more batteries52(referred hereinafter in the singular) for providing electric power to motor50and driving motor50. The operation of motor50and the delivery of electric power to motor50may be controlled by controller34via a power electronics module54including suitable electronic switches (e.g., insulated gate bipolar transistor(s)) to provide motor50with electric power having the desired voltage, current, waveform, etc. to implement the desired performance of vehicle12based on an actuation of accelerator24by the operator indicating a command to propel vehicle12. In some embodiments, power electronics module54may include a power inverter for example. Battery52may include a lithium ion or other type of battery.

Vehicle12may include one or more sensors56operatively connected to component(s) of powertrain16. Sensor(s)56may be configured to sense one or more parameters of powertrain16. Controller34may be configured to control motor50based on feedback received via sensor(s)56. Controller34may include one or more data processors58(referred hereinafter as “processor58”) and non-transitory machine-readable memory60. Controller34may be operatively connected to sensor(s)56via wired or wireless connections for example so that one or more parameters acquired via sensor(s)56may be received at controller34and used by processor58in one or more procedures or steps defined by instructions62stored in memory60and executable by processor58.

Sensor(s)56may include one or more current sensors and/or one or more voltage sensors operatively connected to battery52and/or connected to power electronics module54. Sensor(s)56may include one or more position sensors (e.g., rotary encoder) and/or speed sensors (e.g., tachometer) suitable for measuring the angular position and/or angular speed of a rotor of motor50and/or of another rotating component of powertrain16. Sensor(s)56may include one or more torque sensors (e.g., a rotary torque transducer) for measuring an output torque of motor50. Alternatively, the output torque of motor50may be inferred based on the amount of electric power (e.g., current) being supplied to motor50for example.

Controller34may carry out additional functions than those described herein. Processor58may include any suitable device(s) configured to cause a series of steps to be performed by controller34so as to implement a computer-implemented process such that instructions62, when executed by controller34or other programmable apparatus, may cause the functions/acts specified in the methods described herein to be executed. Processor58may include, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.

Memory60may include any suitable machine-readable storage medium. Memory60may include non-transitory computer readable storage medium such as, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Memory60may include a suitable combination of any type of machine-readable memory that is located either internally or externally to controller34. Memory60may include any storage means (e.g. devices) suitable for retrievably storing machine-readable instructions62executable by processor58.

Various aspects of the present disclosure may be embodied as systems, devices, methods and/or computer program products. Accordingly, aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more non-transitory computer readable medium(ia) (e.g., memory60) having computer readable program code (e.g., instructions62) embodied thereon. Computer program code for carrying out operations for aspects of the present disclosure in accordance with instructions62may be written in any combination of one or more programming languages. Such program code may be executed entirely or in part by controller34or other data processing device(s). It is understood that, based on the present disclosure, one skilled in the relevant arts could readily write computer program code for implementing the methods described and illustrated herein.

Controller34may generate output(s)64for controlling the operation of powertrain16and/or other function(s) of vehicle12. For example, based on a sensed actuation position of accelerator24and operator-defined operating parameter(s)36received via external operator interface26A and/or onboard operator interface26B, controller34may generate output(s)64for controlling the delivery of electric power from battery52to motor50according to instructions62.

Operating parameter(s)36may be received from external operator interface26A via onboard antenna44and one or more wireless receiver66(referred hereinafter in the singular). Wireless receiver66may be part of a wireless transceiver enabling receipt and transmission of data to and from vehicle12. Wireless receiver66may be configured for wireless data communication at one or more frequencies (e.g., 915 MHZ and/or at 2.4 GHz) with one or more portable electronic devices that may be in communication via network38or paired directly with vehicle12via onboard antenna44.

Vehicle12may include a satellite navigation device, referred herein as a global positioning system (GPS) receiver68, operatively connected to controller34. GPS receiver68may be capable of receiving information from global navigation satellite systems (GNSS) satellites that may be used to calculate a geographical position of vehicle12. The information received at GPS receiver68may also be used to calculate an estimated actual velocity of vehicle12which may be used by controller34to control the operation of motor50in some situations.

Vehicle12may include accelerometer70operatively connected to controller34. Accelerometer70may be suitable for measuring a proper acceleration of vehicle12. Measurements taken by accelerometer70may also be used to calculate an estimated actual velocity of vehicle12. The measurements taken by accelerometer70may be used by controller34to control the operation of motor50in some situations.

The estimated actual velocity of vehicle12may be calculated using a combination of sensor readings (e.g., sensor fusion). For example, measurements taken by accelerometer70may be combined with information received from GPS receiver68and/or other sensors to calculate an estimated actual velocity of vehicle12.

System10may be used for customizing one or more operating characteristics of vehicle12via one or more operator-defined and individually-variable operating parameters36. In some embodiments, operating parameter(s)36may define respective propulsive performance characteristics of vehicle12. For example, parameter(s)36may define output characteristics of powertrain16so as to customize the propulsive behaviour of vehicle12according to operator preferences. Parameter(s)36may define output characteristics of motor50when vehicle12is being propelled. For example, value(s) of parameter(s)36may be stored in memory60and used by controller34to regulate an output (e.g., torque, speed, power) of motor50when motor50is being driven to propel vehicle12.

As explained further below, value(s) of parameter(s)36may be associated with different operators of vehicle12. Accordingly, operator identification (ID)72may be received from key46or other means and used by controller34to retrieve parameter(s)36applicable to the specific operator that will be operating vehicle12.

It is understood that system10may also be used with other types of operator-defined and individually-variable parameters associated with other (i.e., non-propulsive) functions of vehicle12. For example, system10may be used with operator-defined operating parameters associated with managing the charging and discharging of battery52, as well as managing auxiliary functions such as handle bar warmers, and speaker volume, etc.

Compared to having only a few factory-defined operational modes (e.g., economy, normal and sport modes) or factory-defined performance levels (e.g., novice, intermediate and expert) the use of specific individually-variable operating parameters36as described herein may facilitate expanded customization capabilities and a wide range of operator experiences available with vehicle12,112. For example, the individually-variable operating parameters36may be operator-defined on an individual basis and separately of each other. In other words, individually-variable operating parameters36may be operator-defined one at a time, or two or more at a time irrespective of one or more other operating parameters36of vehicle12,112. Accordingly, the use of several individually-variable operating parameters36may provide the potential for numerous possible combinations of operator-defined parameters36to be used together and provide significantly expanded customization flexibility to the operator.

The use of individually-variable operating parameters36as described herein may be implemented on electric powersport vehicles and, in some cases, on other powersport vehicles that that are propelled by internal combustion engines. However, electric vehicles12,112may be more conducive to the use of individually-variable operating parameters36and facilitate enhanced customization flexibility compared to vehicles that that are propelled by internal combustion engines. For example, electric vehicles12,112may allow for flexibility and versatility in the operation of electric motors50,150via software used to control the operation and output performance of electric motor50,150based on one, or potentially on a wide range of individually-variable operating parameters36that may be used as operator-defined variables within the control software.

FIG.3is a flow diagram of an exemplary method100of operating vehicle12, or another electric vehicle such as vehicle112shown inFIG.5. For example, machine-readable instructions62may be configured to cause controller34to perform some or all of method100. Aspects of method100may be combined with aspects of other methods described herein. Aspects of vehicles described herein may also be incorporated into method100. Method100may facilitate the operation of electric vehicle12based on one or more operator-defined propulsive performance characteristics of electric vehicle12. In various embodiments, method100may include:receiving, via operator interface26A,26B, a value of an individually-variable parameter36defining a propulsive performance characteristic of electric vehicle12(block102);receiving (e.g., via accelerator24) a command for propelling electric vehicle12(block104);driving motor50of electric vehicle12to propel electric vehicle12based on the command (block106); andwhen motor50is being driven, regulating an output of motor50based on the value of the individually-variable parameter36(block108).

Further aspects of method100are described below in reference toFIGS.4-9.

FIG.4shows a table including values V1-V9of operating parameters36associated with different operators of vehicle12. In various embodiments, a single set or multiple sets of operating parameters36may be stored in memory60or otherwise be available to controller34. For example, values V1-V3may represent a first set of operating parameters36associated with operator OP1, values V4-V6may represent a second set of operating parameters36associated with operator OP2, and values V7-V9may represent a third set of operating parameters36associated with operator OP3. It is understood that operator ID72may not necessarily correspond to different operators but may instead correspond to different operator-defined operational modes that have been previously defined and saved for vehicle12.

FIG.5is a schematic representation of an exemplary system110facilitating operator customization of one or more performance characteristics of electric powersport vehicle112(referred hereinafter as “vehicle112”). Vehicle112may be a PWC but it is understood that system110may also be used on other types of vehicles. Vehicle112may include elements of vehicle12described above. Like elements have been identified using reference numerals that have been incremented by 100. Vehicle112may include powertrain116(including motor150), accelerator124, controller134, onboard antenna144, instrument panel132providing onboard operator interface26B. Vehicle112may also include key146engageable with receptacle148.

Method100may include verifying an identity of an operator before regulating the output of electric vehicle112based on the value(s) of individually-variable operating parameter(s)36. Method100may include selecting one or more operating parameters36based on operator ID72in order to regulate the output of electric vehicle112based on the applicable operating parameter(s)36. In some embodiments, operator ID72may be received from a portable electronic device such as smartphone28associated with an operator and that is paired with controller134or that is detected to be within range for wireless communication with controller134via onboard antenna144. The presence of smartphone28in proximity to vehicle112may be indicative of the identity of the operator that is operating or will shortly be operating vehicle112.

In some embodiments, operator ID72may be received from key146that may be assigned to a specific operator of vehicle112. The presence of key146in proximity to vehicle112or engaged with receptacle148may permit the activation and use of vehicle112. In some embodiments, key146may be part of a radio-frequency identification (RFID) system of vehicle112. Key146may include RFID tag174which may store operator ID72and/or one or more operating parameters36associated with the specific operator. When triggered by an electromagnetic interrogation pulse from a RFID reader device associated with vehicle112, RFID tag174may transmit digital data representative of operator ID72and/or operating parameter(s)36. The digital data may then be received and used by controller34to regulate an output of motor150for example.

In some embodiments, RFID tag174may have read/write capabilities so that operating parameter(s)36may be written to and read from RFID tag174. For example, operating parameter(s)36associated with operator ID72received via operator interfaces26A or26B may be written to RFID tag174via the RFID reader (which may also be a writer) associated with vehicle112. It is understood that other suitable types of electrical or wireless data communication may be used to read and/or write data to/from key146.

Key146may be attached to one end of tether176. The opposite end of tether176may be attached to the vehicle operator's clothing, belt, or (e.g. for watercraft use) personal flotation device during operation of vehicle112. The use of tether176may provide a capability of automatically shutting down or reducing the output of motor150if the operator should become separated from vehicle112and key146removed from receptacle148.

In some embodiments, operator ID72may be received via (e.g., rotary) switch178that may be part of vehicle112for example. As shown inFIG.5, switch178may permit the selection of operators OP1, OP2or OP3. In response to such selection, controller34may use the appropriate set of operating parameters36associated with the applicable operator ID72.

FIG.6shows an exemplary operator interface126to facilitate the input of operating parameters36for vehicle12,112. Elements of operator interface126may be combined with elements of other operator interfaces described herein. Operator interface126may be an external operator interface separate from vehicle12,112but in communication with vehicle12,112, or may be an onboard operator interface part of instrument panel32,132of vehicle12,112. Operator interface126may include one or more widgets180A,180B for direct manipulation by the operator for specifying operating parameter(s)36. Widgets180A,180B may include rotary switches, other physical buttons, knobs, dials, and/or graphical objects on a graphical interface as explained below. Widgets180A,180B may be actuatable between predetermined values available to the operator. In some embodiments, the values may be numerical values (discrete numbers or percentages), or may be relative values such as LOW, MEDIUM and HIGH for example.

Operating parameters36may be associated with propulsive performance characteristics of vehicle12,112. Propulsive performance characteristics may relate to the output of powertrain16,116and/or the output of motor50,150which causes the propulsion of vehicle12,112. Accordingly, the operator definition of operating parameters36may be used to customize the propulsive behaviour of vehicle12,112. Non-limiting examples of parameters36defining propulsive performance characteristics of vehicle12,112may include or may be indicative of: a maximum speed of electric vehicle12,112; a maximum acceleration of electric vehicle12,112; a maximum output torque of motor50,150; a torque curve associated with motor50,150; a maximum output power of motor50,150; a throttle map associated with accelerator24; a regeneration behaviour of electric vehicle12,112; a power versus speed curve associated with motor50, and a maximum allowable amount of slippage (e.g., slip ratio) associated with a ground-engaging member of vehicle12,112. The regulation of the output of motor50,150may be based on operator-defined values of one, two or more of the above operating parameters36. In operator interface126, widget180A may be associated with the operator selection of a maximum speed of vehicle12,112, and widget180B may be associated with the operator selection of a maximum slip ratio.

FIG.7shows another exemplary operator interface226to facilitate the input of operating parameters36for vehicle12,112. Elements of operator interface226may be combined with elements of other operator interfaces described herein. Operator interface226may be an external operator interface separate from vehicle12,112but in communication with vehicle12,112, or may be an onboard operator interface part of instrument panel32,132of vehicle12,112. Operator interface226may include one or more widgets280A-280G usable by the operator to specify operating parameter(s)36. Operator interface226may be provided on a display screen, which may be touch-sensitive in some embodiments. Some or all of widgets280A-280G may be graphical objects. The operator may interact with interface226via a cursor control device for causing movement of cursor282, with finger284in case of a touch-sensitive display being used, and/or a keypad permitting the entry of numerical values. Operator interface226may be used to specify one or more operator-defined operational limits of vehicle12,112.

Individually-variable operating parameters36may be operator-defined using numerical or relative values. In some embodiments, the values of operating parameters36may be integers and/or real numbers. In some embodiments, the values of operating parameters36may have zero, one or more decimal places. In some embodiments, a value of an operating parameter36may be selectable from a predefined number of (e.g., three to five) options. In some embodiments, a value of an operating parameter36may be selectable within a predefined range.

Widget280A may be used to select an operator ID72with which operating parameters36displayed on operator interface226are to be associated. Widget280A may include a pull-down menu presenting a list of available options. Widget280B may include a text field for entering (e.g., typing) a numerical value of the maximum allowable speed of vehicle12,112. Widget280C may include a text field for entering (e.g., typing) a percentage value indicative of the maximum allowable slip ratio associated with the ground engaging member of vehicle12. Widget280D may include a pull-down menu presenting a list of available options for the selection of the maximum allowable output power from motor50,150. Widget280E may include a horizontal or vertical slider for specifying a relative or numerical value indicative of the maximum allowable acceleration of vehicle12,112. Widget280F may include a horizontal or vertical slider for specifying a relative or numerical value indicative of the maximum allowable output torque from motor50,150. The use of a slider may allow the selection of a value from of a discrete number of values spaced apart along the slider. Alternatively, the use of a slider may allow the selection of a numerical value from an infinite number of values available along the slider. The slider may represent a scale of numerical values available within a normalized range of zero to 10 for example.

Widget280G may include a horizontal or vertical slider for specifying a relative or numerical value indicative of a regeneration behaviour of vehicle12,112. The regeneration behaviour may define how motor50,150may be used as a generator to convert some of the kinetic energy lost when decelerating back into stored energy in battery52. Widget280G may be used to define a regeneration behaviour that is less or more aggressive. In some embodiments, the regeneration behaviour could be adjustable via a suitable widget with only two discrete settings for setting the regeneration to either ON or OFF. In some embodiments, the regeneration behaviour could be adjustable via a suitable widget with a plurality of discrete settings for setting the regeneration to one of a plurality of (e.g., three or more) predefined levels.

Once the definition of values for operating parameters36has been completed, save button286may be pressed for saving the values against the selected operator ID72for future use by controller34,134. In some embodiments, the defined operating parameters36may not necessarily be associated with an operator ID72, and may just be stored temporarily until vehicle12,112is shut off. For example, operating parameters36may be automatically returned to default values after vehicle12,112is shut off and reactivated. Widget280A may include a pull-down menu presenting a list of available options.

In some embodiments, operator ID72may represent a profile name that may be operator-defined and used to save an operator-defined operational mode for vehicle12,112. The operator-defined operational mode may be defined by the group of individually-variable operating parameters36available in operator interface226and/or other operator interface(s) for defining additional individually-variable operating parameters36. The use of several operator IDs72may be used to save preferred operator-defined operational modes that may be readily accessed and used by the operator when vehicle12,112is used. The large number of possible combinations of individually-variable operating parameters36available may allow the operator to define and save a few or several personalized operational modes for vehicle12,112. The operator-defined operational modes may be associated with different operators of vehicle12,112, with different personal preferences of the same operator, and/or with different operating conditions of vehicle12,112.

FIG.8is a flow diagram of an exemplary method200of operating vehicle12, or another electric vehicle such as vehicle112shown inFIG.5. For example, machine-readable instructions62may be configured to cause controller34to perform some or all of method200. Aspects of method200may be combined with aspects of other methods described herein. Aspects of vehicles described herein may also be incorporated into method200. Method200may facilitate the operation of electric vehicle12based on one or more operator-defined propulsive performance characteristics of electric vehicle12. In various embodiments, method200may include:receiving a first operator-defined value of an individually-variable parameter36defining the propulsive performance characteristic of electric vehicle12(block202);storing the first value against a first operator-defined operational mode (e.g., operator ID72) (block204);receiving a second operator-defined value of the individually-variable parameter36defining the propulsive performance characteristic of electric vehicle12(block206);storing the second value against a second operator-defined operational mode (e.g., operator ID72) (block208);driving electric motor50of electric vehicle12to propel electric vehicle12according to the first or second operational mode (block210);when electric motor50is driven according to the first operational mode, regulating the output of electric motor50based on the first value of the individually-variable parameter36(block212); andwhen electric motor50is being driven according to the second operational mode, regulating the output of electric motor50based on the second value of the individually-variable parameter (block214).

As explained below in relation toFIGS.9and10, individually-variable parameter36may be two-dimensional.

At block210, the selection of the applicable operational mode may be made manually by the operator using rotary switch178inFIG.5for example, or may be made automatically based on an automatic identification of the operator using key146or a portable electronic device such as smartphone28for example. In some embodiments of method200, the first operator-defined operational mode may be associated with a first operator ID72, and the second operator-defined operational mode may be associated with a second operator ID72. Method200may include verifying an identity of the operator, and automatically selecting the first or second operational mode for driving electric motor50based on the identity of the operator.

FIG.9shows another exemplary operator interface326to facilitate the input of operating parameters36for vehicle12,112. Elements of operator interface326may be combined with elements of other operator interfaces described herein. Operator interface326may be an external operator interface separate from vehicle12,112but in communication with vehicle12,112, or may be an onboard operator interface part of instrument panel32,132of vehicle12,112. Operator interface326may include one or more widgets380A and380B usable by the operator to specify operating parameter(s)36. Operator interface326may be provided on a display screen, which may be touch-sensitive in some embodiments. Some or all of widgets380A and380B may be graphical objects.

Widget380A may be used to select operator ID72with which operating parameters36displayed on operator interface326are to be associated. In some embodiments, the defined operating parameters36may not necessarily be associated with an operator ID72, and may just be valid (e.g. stored) temporarily until vehicle12,112is shut off. For example, operating parameters36may be automatically returned to default values after vehicle12,112is shut off. Widget380A may include a pull-down menu presenting a list of available options.

In some embodiments, the value(s) of parameter(s)36may be multi- (e.g., two-) dimensional. For example, a two-dimensional value may include one or more points along a graph of a relationship between two variables. The two-dimensional value may include two coordinates such as (X1, Y1), (X2, Y2), (X3, Y3) and (X4, Y4) as illustrated in widget380B ofFIG.9. In some embodiments, operator interface326may provide a table of X and Y coordinates that is modifiable by the operator. In some embodiments, operator interface326may present a plot graphically showing a baseline relationship that can be modified by the operator by using finger384or other input device to move/drag one or more points of the graph to define a custom relationship based on the baseline relationship or a previously defined relationship.

In some embodiments, the plot shown inFIG.9may be modifiable at any point along the plot. In some embodiments, the plot shown inFIG.9may be modifiable at one or more predefined operator-selectable nodes such as (X1, Y1), (X2, Y2), (X3, Y3) and (X4, Y4) as shown inFIG.9to provide one or more limited locations at which the plot may be modified by the operator.

In some embodiments, the validity of value(s) of parameter(s)36may be verified prior to using the value(s) to regulate the output of motor50,150. Such validation may include verifying whether the value(s) of parameter(s)36are within a predefined valid range for vehicle12,112. The range may be predetermined based on the capabilities of vehicle12,112and/or on safety considerations. For example, invalid values may be values that are outside the capabilities of vehicle12,112or motor50,150. In other examples, invalid values may be values that would cause the vehicle12,112or motor50,150to operate in an unsafe manner. In some embodiments, the operator may be prevented from entering invalid values by way of upper bound UB and lower bound LB displayed on operator interface326for example. In some embodiments, the operator interface may prevent the operator from entering invalid values. Once the definition of values for operating parameters36has been completed, validate & save button386may be pressed for validating and saving the values against the selected operator ID72for future use by controller34,134. In some embodiments, a suitable warning message may be provided to the operator if an invalid value has been entered. The validation of the value(s) may be used to prevent regulating the output of electric motor50,150using invalid value(s) of parameter(s)36.

In some embodiments, the validity verification of the values entered for operating parameters36may be variable and context-specific. For example, the specification of a first operating parameter36may cause a valid range of values for a second operating parameter36to be altered in case where the first and second operating parameters36may be related. In other words, the validity-checking mechanism defined herein may be dynamically variable. In the case of the plot inFIG.9representing a throttle map associated with accelerator24,124for example, a previous definition of a maximum output torque of motor50,150via widget280F ofFIG.7could potentially influence the position of upper bound UB associated with second node (X2, Y2) shown inFIG.9. In case of a throttle map again, the position of upper bound UB associated with second node (X2, Y2) may be influenced by the position of third node (X3, Y3) shown inFIG.9in order to keep a Y-value of upper bound UB below value Y3 for example. Similarly, in another example, the position of lower bound LB associated with second node (X2, Y2) may be influenced by the position of first node (X1, Y1) shown inFIG.9in order to keep a Y-value of lower bound LB above value Y1 for example.

In some embodiments, one of the first and second variables shown inFIG.9may be indicative of a speed of vehicle12,112. In some embodiments, one of the first and second variables shown inFIG.9may be indicative of an operating speed of motor50,150. In some embodiments, one of the first and second variables shown inFIG.9may be indicative of an acceleration of vehicle12,112. In some embodiments, one of the first and second variables shown inFIG.9may be indicative of an output power of motor50,150. In some embodiments, one of the first and second variables shown inFIG.9may be indicative of an output torque of motor50,150. In some embodiments, one of the first and second variables shown inFIG.9may be indicative of a maximum amount of slippage allowable between the ground-engaging member of vehicle12and the ground. In some embodiments, the first variable along the X-axis may be a time scale. In some embodiments, the second variable along the Y-axis may be a current or a voltage of the electric power supplied to motor50,150.

In some embodiments, the relationship shown inFIG.9may define a throttle map associated with accelerator24,124of vehicle12,112. For example, the first variable on the X-axis may be a displacement or position of accelerator24,124of electric vehicle12,112and the second variable on the Y-axis may be indicative of a corresponding output of motor50,150or of powertrain16,116. In various embodiments, the second variable may be any one of the following: a speed of vehicle12,112; an operating speed of motor50,150; an acceleration of vehicle12,112; an output power of motor50,150; an output torque of motor50,150; a magnitude of an electric current supplied to motor50,150; and a maximum amount of slippage allowable between the ground-engaging member of vehicle12and the ground for example.

FIG.10shows another exemplary operator interface426to facilitate the input of operating parameters36for vehicle12,112. Elements of operator interface426may be combined with elements of other operator interfaces described herein. Operator interface426may be an external operator interface separate from vehicle12,112but in communication with vehicle12,112, or may be an onboard operator interface part of instrument panel32,132of vehicle12,112. Operator interface426may include one or more widgets480A and480B usable by the operator to specify operating parameter(s)36. Operator interface426may be provided on a display screen, which may be touch-sensitive in some embodiments. Some or all of widgets480A and480B may be graphical objects.

Widget480A may be used to select operator ID72with which operating parameters36displayed on operator interface426are to be associated. Widget480A may include a pull-down menu presenting a list of available options. Once the definition of values for operating parameters36has been completed, validate & save button486may be pressed for validating and saving the values against the selected operator ID72for future use by controller34,134.

FIG.10illustrates an example of a graph of a relationship between two variables.FIG.10illustrates an exemplary torque curve for motor50,150where the X-axis represents the operating speed of motor50,150and the Y-axis represents the corresponding output torque of motor50,150. The two-dimensional relationship may be defined by values including two coordinates such as (X1, Y1), (X2, Y2) and (X3, Y3) as illustrated in widget480B. In some embodiments, operator interface426may provide a table of X and Y coordinates modifiable by the operator. In some embodiments, operator interface426may present a plot graphically showing a baseline torque curve that can be modified by the operator by using finger484or other input device to move/drag one or more points of the graph to define a custom torque curve. In some embodiments, the plot shown inFIG.10may be modifiable at any point along the plot. In some embodiments, the plot shown inFIG.10may be modifiable at one or more predefined nodes such as (X1, Y1), (X2, Y2) and (X3, Y3) as shown inFIG.10to provide one or more limited locations at which the plot may be modified by the operator.

FIG.11is a flow diagram of an exemplary method300of operating vehicle12, or another vehicle. Method300may be used with electric powersport vehicles or other powersport vehicles propelled by an internal combustion engine. Machine-readable instructions62may be configured to cause controller34to perform at least part of method300. Aspects of method300may be combined with aspects of other methods described herein. Aspects of vehicles described herein may also be incorporated into method300. In various embodiments, method300may include:receiving a value of a maximum amount of slippage allowable between the ground-engaging member (e.g., track15or wheel) of vehicle12and the ground (block302);receiving a command for propelling vehicle12(block304);driving powertrain16of vehicle12to propel vehicle12based on the command (block306); andwhen powertrain16is being driven, regulating an output of powertrain16based on the value of the maximum amount slippage (block308).

Further aspects of method300are described in relation toFIG.12.

FIG.12is a schematic representation of vehicle12ofFIG.1with ground-engaging track15exhibiting slippage relative to ground G. Such slippage may occur during a sudden or relatively high output torque of motor50in an attempt to achieve a high acceleration of vehicle12. Such slippage may also occur when vehicle12is attempting to climb a hill where vehicle12may be oriented at inclination angle α. The slippage may occur when a linear speed ST of track15is different from speed SV of vehicle12so that ST≠SV. During an attempted acceleration of vehicle12, linear speed ST of track15may be higher than speed SV of vehicle12so that ST>SV. The slippage may be indicative of insufficient traction between track15and ground G to achieve the commanded behaviour of vehicle12according to the command received via accelerator24.

Method300may include determining an actual amount of slippage between track15and ground G, and regulating the output (e.g., speed, power) of powertrain16to maintain the actual amount of slippage at or below the maximum allowable amount of slippage defined by the operator. In some embodiments, regulating the output of powertrain16may include overriding the command received via accelerator24. The slippage may indicate a loss of traction for vehicle12and regulating the output of powertrain16based on the maximum allowable amount of slippage may help vehicle12re-gain traction in some situations.

Determining the actual amount of slippage may include using a theoretical speed of vehicle12determined from an operating speed of powertrain16(e.g., operating speed of motor50) of vehicle12, and an estimated actual speed of vehicle12. The estimated actual speed of vehicle12may be determined using a rate of change of the position of vehicle12determined using GPS receiver68. Alternatively or in addition, the estimated actual speed of vehicle12may be determined using accelerometer70.

When method300is used with an electric powersport vehicle, regulating the output of powertrain16may include regulating the output (e.g., speed, torque, power) of motor50. For example, regulating the output of motor50may include modulating the output torque of motor50. In some embodiments, the maximum allowable amount of slippage may be defined by the operator in the form of a maximum allowable slip ratio according to equation 1 below where, for a snowmobile, ST is the linear speed of track15and SV is the speed of vehicle12. In case of a wheeled vehicle, ST may be replaced with a tangential speed of a wheel/tire engaged with ground G.

Slip⁢Ratio⁢(%)=(STSV-1)×100⁢%Equation⁢1

The embodiments described in this document provide non-limiting examples of possible implementations of the present technology. Upon review of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made to the embodiments described herein without departing from the scope of the present technology. Further modifications could be implemented by a person of ordinary skill in the art in view of the present disclosure, which modifications would be within the scope of the present technology.