GB2638009A

GB2638009A - Electric vehicle driving mode

Info

Publication number: GB2638009A
Application number: GB2401890.5A
Authority: GB
Inventors: Dutta Nilabza; Sapte Atharva; Pramanik Ranjan
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2024-02-12
Filing date: 2024-02-12
Publication date: 2025-08-13
Also published as: WO2025172080A1; GB202401890D0

Abstract

A control system 1 for controlling a driving mode of an electric vehicle (EV) (80-Fig.9), the driving mode being defined by a plurality of vehicle operating parameters. The control system comprises one or more processors 120 collectively configured to: define a plurality of sets of one or more vehicle operating parameter values for the EV, and associate each of the sets of vehicle operating parameter values with a charge state of a battery system 12 of the EV. When the EV operates in the driving mode, the processor(s) determine(s) a current charge state (state-of-charge, SoC) of the battery system, and operate(s) the EV using the vehicle operating parameter(s) values of the set associated with the current charge state of the battery system. The processor(s) may update the driving mode by updating: membership of a set(s) of vehicle operating parameter values; an operating parameter value(s) of the set(s) of operating parameter values; and/or a charge state(s) of the battery system associated with the sets of operating parameter values. The processor(s) may further update the driving mode: based on a history of driver choices for the operating parameter values; based on distance to a final/intermediate destination (e.g., EV charging point); and during a journey in response to a change to parameters of the journey.

Description

ELECTRIC VEHICLE DRIVING MODE

TECHNICAL FIELD

The present disclosure relates to an electric vehicle driving mode. Aspects of the invention relate to a control system for controlling a plurality of vehicle operating parameters defining a driving mode for an electric vehicle, to a driving control system for an electric vehicle, to a vehicle, and to a method of controlling an electric vehicle in a driving mode defined by a plurality of vehicle operating parameters.

BACKGROUND

It is known to provide a driving mode in an electric vehicle that is designed for energy efficiency. This is typically known as an economy or eco mode, and involves the selection of options that have a primary focus of energy saving. This is distinct from an emergency, or limp, mode designed to allow a journey to continue at very low power levels or with a compromised power system -the eco mode is designed to maintain an acceptable driver experience while prioritizing energy saving. Eco modes are typically driver-activated.

Drivers therefore need to decide when they wish an eco mode to be activated, and when it is activated, the driver and passenger experience in the car is affected as energy saving takes priority.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a control system for controlling a plurality of vehicle operating parameters defining a driving mode for an electric vehicle, a driving control system for an electric vehicle, a vehicle, and a method of controlling an electric vehicle in a driving mode defined by a plurality of vehicle operating parameters as claimed in the appended claims.

In one aspect of the present invention, there is provided a control system for controlling a plurality of vehicle operating parameters defining a driving mode for an electric vehicle. The vehicle operating parameters are modified during the journey to increase vehicle range while allowing use of preferred vehicle operating parameters while practical. This approach allows an effective combination of range enhancement and desirable driver experience.

According to an aspect of the present invention there is provided a control system for controlling a driving mode of an electric vehicle, the control system comprising one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to: determine a plurality of sets of one or more vehicle operating parameter values for the electric vehicle, and associate each of the sets of vehicle operating parameter values with a charge state of a battery system of the electric vehicle; and when the electric vehicle is operating in the driving mode, determine a current charge state of the battery system, and operate the electric vehicle using the one or more vehicle operating parameter values of the set associated with the current charge state of the battery system.

It will be understood that, during operation, an electric vehicle operates according to a plurality of vehicle operating parameters. Each vehicle operating parameter may be associated with a function of the electric vehicle. A set of vehicle operating parameter values may be understood to refer to a "bundle" or "group" of one or more values of various operating parameters.

This arrangement is particularly effective for increasing effective range of the electric vehicle while preserving desired vehicle operating parameters for as much of the journey as practical. Using this approach, the operating parameters can be adjusted according to their values in a particular driving mode to reduce their power consumption as the state of charge of the battery system reduces. That is, a low value of an operating parameter of the vehicle may mean that, when operated with that value, that parameter extracts a relatively small amount of charge from the battery per unit of distance travelled or time employed. However, a high value, whilst improving the performance of the parameter in question, would mean that the battery is drained of charge more quickly.

In an embodiment of the control system, the one or more processors are collectively configured to update the driving mode, wherein updating the driving mode comprises: updating membership of one or more of the plurality of sets of vehicle operating parameter values, updating one or more of the vehicle operating parameter values of one or more of the plurality of sets of vehicle operating parameter values, and/or updating one or more of the charge states of the battery system associated with the plurality of sets of vehicle operating parameter values. Here, updating membership of a set of vehicle operating parameter values may comprise introducing a vehicle operating parameter value to the set; and/or removing a vehicle operating parameter value from the set. Using this approach, the driving mode is not only efficient but can be configured to meet specific driver requirements, preferences and goals. In one such embodiment, the one or more processors may be collectively configured to update the driving mode in response to a history of driver choices for vehicle operating parameter values -this allows the driving mode to be adapted effectively to a specific driver so that it reflects their personal preferences or needs. In another such embodiment, the one or more processors may be collectively configured to update the driving mode based on a distance goal. This distance goal may be a distance to a final or an intermediate destination, such as a charging point for the electric vehicle. With this type of adaptive character, the driving mode can allow the user to reduce their number of charging stops and hence journey time while preserving preferred vehicle operating parameters where practical. In embodiments, the one or more processors may be collectively configured to update the driving mode during a journey in response to a change to parameters of the journey. This allows the driving mode to provide effective solutions for the driver, including a consistent driving experience, even if significant journey changes -such as the need to route around an accident -are required.

In embodiments, operating the vehicle using the one or more vehicle operating parameter values may comprise automatically bringing the set of vehicle operating parameter values into effect at the associated charge state of the battery system of the electric vehicle. This allows the driving mode to operate seamlessly with minimum impact on the driver experience. Optionally, automatically bringing the set of vehicle parameter values into effect may comprise refraining from providing an indication to the user that the set of vehicle operating parameter values have been brought into effect. Advantageously, this allows the vehicle to reduce energy consumption without materially impacting driver experience. For example, minor adjustments to various comfort parameters (e.g. brightness, temperature, volume) may be largely imperceptible to a user, but may provide measurable improvement to vehicle range. Therefore, it is advantageous that these parameters are adjusted to improve efficiency, without informing the user.

In other embodiments, the one or more processors may be collectively further configured to output a prompt to a user requesting confirmation to operate the electric vehicle using the one or more vehicle operating parameter values into effect and, upon receipt of said confirmation, to bring the set of vehicle operating parameter values at the associated charge state of the battery system. This approach provides the driver with full control while limiting the amount of driver intervention required.

In embodiments, the plurality of vehicle operating parameters may comprise parameters affecting or controlling one or more of: a powertrain of the electric vehicle, drivability, climate control, internal lighting, and information and entertainment systems. This allows features that affect the user experience, but which are not fundamental to operation of the vehicle (features that affect driver or passenger safely, for example, could be considered fundamental) to be controlled as part of the driving mode.

According to a further aspect of the present invention, there is provided a driving control system for an electric vehicle, the driving control system comprising the control system for controlling a plurality of vehicle operating parameters defining a driving mode for the electric vehicle of the preceding aspect and a driver interface comprising a display and user selection means, wherein the driving control system is adapted to display the driving mode that is in operation. These user selection means may include, but are not limited to, sliders, buttons, and regions of a touchscreen display. In embodiments, the driving control system is adapted to display and allow variation by a user of one or more vehicle operating parameters associated with the driving mode, and to display the effect of said variation on a current vehicle range. This approach provides the driver with necessary information to understand the effects of the driving mode effectively and with sufficient control to modify the position if it does not meet the driver's current requirements.

In a still further aspect, the invention provides a vehicle comprising the control system or the driving control system of the preceding aspects.

In a yet further aspect, the invention provides a method of controlling an electric vehicle in a driving mode defined by a plurality of vehicle operating parameters, the method comprising: defining the driving mode by determining a plurality of sets of one or more vehicle operating parameter values for the electric vehicle, and associating each of the sets of vehicle operating parameter values with a charge state of a battery system of the electric vehicle; and operating the driving mode by determining a current charge state of the battery system and initiating use of the one or more vehicle operating parameter values of the set of one or more vehicle operating parameter values associated with the current charge state of the battery system.

Such a method is particularly effective for increasing effective range of the electric vehicle while preserving desired vehicle operating parameters for as much of the journey as practical. Using such a method the operating parameters can be adjusted to reduce their power consumption as the state of charge of the battery system reduces. In a related aspect, the invention provides computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method of such an aspect.

According to another aspect, there is provided a monitoring and control system for controlling one or more vehicle operating parameters for an electric vehicle undertaking a journey. The monitoring and control system comprises one or more processors collectively configured to: obtain at least one vehicle property of the electric vehicle; and determine if the at least one vehicle property fulfils at least one journey criterion indicative of the journey being of an extended duration (e.g., a 'long journey') where it would be beneficial to implement control of the one or more vehicle operating parameters. In dependence on the at least one journey criterion being fulfilled, the one or more processors are configured to output a control signal to one or more components of the electric vehicle to control the one or more vehicle operating parameters.

More specifically, the one or more vehicle operating parameters may define a driving mode for the electric vehicle; and the outputting of the signal may involve outputting a signal to place the vehicle in a specific driving mode that is particularly efficient. As a result, this monitoring and control system may therefore correspond to, or form part of, the control system described earlier. In this particular implementation, control of the vehicle parameters may involve altering / customising / optimising the parameters, with the beneficial result of optimising battery efficiency. Such implementations increase the efficiency of the vehicle for long journeys when it is particularly important and helpful to optimise battery use.

Optionally, the at least one vehicle property corresponds to an expected distance of the journey and an expected range of the electric vehicle; and the at least one journey criterion corresponds to a ratio of the expected distance to the expected range being greater than or equal to a threshold amount. The threshold amount for this ratio may be 90%, 95%, 98%. Advantageously, this means that a particularly efficient mode may be implemented (by controlling vehicle operating parameters) when the distance that is to be travelled is a large proportion of the expected range of the vehicle.

In some instances, the one or more processors are configured to obtain the expected distance of the journey using at least one of the following: data obtained from a navigational component of the electric vehicle; and data obtained from a mobile device in operative communication with the electric vehicle and implementing a navigational function.

As an illustrative example, the vehicle's GPS system may determine the location of the vehicle and/or its destination and calculate the expected distance of the journey accordingly. Alternatively, a mobile device associated with the vehicle may be arranged to provide navigational functionality (either on its own, or in conjunction with the vehicle navigational component) and the location of the vehicle and/or its destination may be obtained from the mobile device and used to calculate the expected journey distance.

In some instances, the one or more processors are further configured to: obtain a current date and/or time of the journey; retrieve stored date and/or time data associated with previous journeys carried out by the electric vehicle; and compare the current and stored date and/or time data to determine the expected distance of the journey.

Optionally, the one of more processors are configured to obtain the expected range of the vehicle using at least one of the following: data obtained from a profile stored for a driver of the electric vehicle; or data obtained from a previous driving pattern of the driver.

In some instances, the at least one vehicle property corresponds to a speed of the vehicle; and the at least one journey criterion corresponds to the speed of the vehicle being greater than or equal to a threshold speed for a predetermined period of time.

In some instances, the one or more processors are further configured to: determine whether the electric vehicle meets at least one operational criterion; and carry out the determination of whether the first criterion is fulfilled in dependence on the electric vehicle meeting the at least one operational criterion. The at least one operational criterion may be selected from the list comprising: the vehicle being in an active state; the vehicle having a speed exceeded a first threshold; and the vehicle having a battery charge exceeding a second threshold. In such instances, references to an 'active' state of the vehicle can mean that the vehicle is switched on and operational, but may also mean that the vehicle is no longer plugged in and charging. The first threshold for the vehicle speed may be selected from one of 5mph; 1 Omph; 15mph; 20mph. The second threshold for the battery charge may be one of 5%, 7%, 10%, 20%, 50% of the total available battery charge.

In some instances, the one or more processors are further configured to: in dependence on the at least one journey criterion not being fulfilled, carry out the obtaining and determining steps at predetermined intervals until it is determined that the first criterion is fulfilled or it is determined that the electric vehicle has entered a rest state.

In respect of this another aspect, there is also provided a corresponding method of monitoring and controlling one or more vehicle operating parameters for an electric vehicle undertaking a journey. It will be appreciated that corresponding features and effects associated with the above-described features of the monitoring and controlling system described above are also equally applicable in relation to the corresponding method.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination.

That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a block diagram illustrating a control system according to an embodiment of the invention disposed within electrical and control systems of an electric vehicle; Figure 2 provides a flow chart illustrating a method of controlling an electric vehicle in a driving mode according to an embodiment of the invention; Figures 3A and 3B are spider diagrams illustrating a conventional normal driving mode and a conventional eco mode in terms of vehicle attributes; Figures 4A and 4B illustrates a determination of when to use an efficient driving mode according to an embodiment of the invention in two different driving situations; Figure 5 illustrates graphically an efficient driving mode according to an embodiment of the invention in respect of vehicle attributes according to a state of charge; Figures 6A to 6E illustrate the driving modes shown in Figure 5 in terms of vehicle attributes using spider diagrams; Figure 7 provides a representation of an illustrative user interface for an efficient driving mode according to an embodiment of the invention; Figure 8 provides a schematic representation of a vehicle comprising a control system according to an embodiment of the invention; Figure 9 provides a block diagram that schematically illustrates a monitoring and control system for long journey detection; and Figure 10 provides a method for long journey detection suitable for implementation by the monitoring and control system of Figure 9.

DETAILED DESCRIPTION

A control system for controlling a plurality of vehicle operating parameters defining a driving mode for an electric vehicle in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 1. Figure 1 shows the control system 1 residing within the electrical and control system 10 of the electric vehicle -the electrical and control system here is considered to include both power sources for the electric vehicle and consumers of power, including the means for their control. The electrical and control system 10 comprises a battery system 12 of the vehicle, an electric drive unit (EDU) 13 for the vehicle, a driveline 14 providing the connection between the EDU 13 and the vehicle wheels, an electrical and electronic module 15 controlling a range of electrical and electronic functions for the vehicle and a thermal energy management system (TEM) or thermal management controller 16 providing thermal management in the vehicle. The control system 1 is shown here as adjacent to the main engine control module (ECM) (in alternative embodiments, this may be a powertrain control module (PTM)) 9, and may in practice be integrated within it. This is not an exhaustive list-there may be other systems such as an aerodynamics module and a durability module. All these elements have one or more variables associated with their use -these variables may be considered to be vehicle operating parameters for the electric vehicle.

The control system 1 is adapted to define a driving mode -hereinafter referred to as a smart efficiency mode (defined further below) -based on the charge state (often referred to as SoC -state of charge) of the battery system 12. As will be discussed further below, this charge state may be an absolute value -the percentage of full charge available in the battery system 12 -or it may be a representation of charge state in another variable, such as distance available for travel before battery exhaustion.

Also shown is a human-machine interface (HMI) 6, typically comprising a display 7 and one or more input means 8 (such as sliders, buttons, and regions of a touchscreen display) allowing driver or passenger interaction. Typically this will be provided by the main infotainment (information and entertainment system) display and the driver's instrument cluster.

The control system 1 as illustrated in Figure 1 comprises one controller 110, although it will be appreciated that this is merely illustrative. The controller 110 comprises processing means 120 and memory means 130. The processing means 120 may be one or more electronic processing device 120 which operably executes computer-readable instructions. The memory means 130 may be one or more memory device 130. The memory means 130 is electrically coupled to the processing means 120. The memory means 130 is configured to store instructions, and the processing means 120 is configured to access the memory means 130 and execute the instructions stored thereon.

Figure 2 illustrates how this control system 1 functions. In doing so, the control system 1 may perform a method 20 according to an embodiment of the invention. The method 20 is a method of controlling an electric vehicle in a driving mode defined by a plurality of vehicle operating parameters. The method 20 may be performed by the control system 1 illustrated in Figure 1. In particular, the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform the method 20 according to an embodiment of the invention.

To define this driving mode, the control system 1 determines 200 a plurality of sets of vehicle operating parameter values for the electric vehicle. Each of these sets of vehicle operating parameter values is associated 210 with a charge state of the battery system 2. As previously described, an absolute (battery charge percentage) or derived (vehicle range in current driving mode) measure may be used to represent battery charge here. These charge states will generally represent a range of charge values. The control system operates the driving mode by determining 220 a current state of charge of the battery system 12 and by initiating 230 use of the set of vehicle operating parameter values associated with that charge state. In practice, the vehicle will use a first set of vehicle operating parameters until the state of charge drops below a first threshold, at which point a second set of vehicle operating parameters will be used, with a further drop in charge below the next threshold leading to another transition to a third set of vehicle operating parameters.

Groupings of vehicle operating parameters may themselves determine particular vehicle attributes -such as vehicle performance, vehicle drivability, or climate control -and sets of vehicle operating parameters may involve changes in the rate of energy consumption associated with one or more vehicle attributes.

Figure 8 illustrates a vehicle 80 according to an embodiment of the present invention. The vehicle 8 comprises the control system 1 as illustrated in Figure 1, here shown explicitly communicating with the battery system 12 and the EDU 13 over a vehicle bus 81 -other control connections are not explicitly shown in this figure, but the connection between the control system 1 and the HMI 6 is shown. The control system 1 may in principle reside anywhere in connection with the vehicle bus 81, but in practice is likely to be associated with the ECM 9, and here is shown integrated within it.

Driving modes, and issues addressed by embodiments of the invention, will now be described in more detail.

The default driving mode for a vehicle will typically maximise vehicle performance and/or driver and passenger comfort. On shorter journeys, drivers and passengers (generally "driver" will be used below to describe all vehicle users) will typically want all vehicle functions to be fully in line with their personal preferences. This position may change for longer journeys -efficiency may now become particularly important for the user, as the user will typically wish to avoid intermediate charging stops, or to minimise the number of such stops, as the need for charging stops will generally have a large effect on the user experience of the journey. Now the driver may wish to use an eco mode to extend the range of the car. An eco mode is one that trades attributes, or energy investment in attributes, for efficiency, where efficiency is defined as maximising the range of the vehicle. Such modes are known, and are typically provided as a user selectable option for the user to select when they wish to trade energy investment in such features to increase the vehicle efficiency and reduce its energy consumption. However, the process of judging when it is necessary to use an eco mode adds complexity for the driver. Adapting an eco mode to match driver preferences would also be desirable, but that adds another level of complexity for the user.

A particularly advantageous eco mode would have the following qualities. It would allow a driver to achieve a noticeable improvement in range or in vehicle efficiency without the driver having to alter their driving style. It would allow the driver the ability to configure and tune the mode settings depending on need, or to trade between attributes to improve a vehicle range. It may even provide the user with information and suitable guidance that would enable them to drive in a more efficient manner.

A driving mode can be illustrated in terms of levels of performance in different vehicle attributes, each of which may have one or more associated parameter values (generally, vehicle operating parameter values) as described above. As previously noted, during operation, an electric vehicle operates according to a plurality of vehicle operating parameters. Each vehicle operating parameter may be associated with a function of the electric vehicle. Such functions may be associated with the driving performance of the electric vehicle (e.g. acceleration, braking, handling, torque delivery, aerodynamics, suspension), exterior auxiliary vehicle functions (e.g. exterior lighting, windscreen wipers, external sensors), and/or interior auxiliary vehicle functions (e.g. climate control, interior lighting, user displays, interior audio, user comfort settings). A vehicle operating parameter value refers to the particular value (e.g. a temperature, ON/OFF, a percentage or fraction, a dimension, a brightness) associated with the vehicle operating parameter. A set of vehicle operating parameter values may be understood to refer to a "bundle" or "group" of one or more values of various operating parameters.

In this way, the set is defined both by the membership of operating parameter values to the set and also by the values assigned to operating parameters. For example: Set 1 may comprise Parameter A with Value X and Parameter B with Value Y; Set 2 may comprise Parameter A with Value Z and Parameter B with Value Y; Set 3 may comprise Parameter B with Value W; Set 4 may comprise Parameter A with Value X, Parameter B with Value Y, and Parameter C with Value K; and Set 5 may comprise Parameter B with Value P and Parameter C with Value X. From the above example, it can be seen that each set is distinct by membership and/or by the parameter values. For example, Set 1 and Set 2 both refer to Parameters A and B, but assign different respective values with Parameter A. As a further example, Sets 3 and 5 differ both by the value of Parameter B and the membership of Value X of Parameter C in Set 5. As contemplated herein, there is no specific limitation to the number of parameters within a set and the sets may or may not be overlapping.

The set may not (and, indeed, likely will not) include all of the possible operating parameters of the vehicle. The set may instead refer to a subset of operating parameters of the vehicles, having associated values.

For example, a set associated with a relatively high charge state may include: interior display brightness = 100%; external lighting brightness = 100%; maximum infotainment audio cap = 100%; and speed limiter = OFF. A set associated with an intermediate charge state may include: interior display brightness = 50%; external lighting brightness = 50%; and speed limiter = 80mph. Note that, in this example, the external lighting brightness parameter is not present in the set (i.e. this parameter value is not a member of this set). This may mean that, in this associated set, no change is made to the external lighting brightness (i.e. the external lighting brightness parameter remains at whatever value it is currently set). A set associated with a relatively low charge state may include: interior display brightness = 20%; external lighting brightness = 20%; maximum infotainment audio cap = 20%; and speed limiter = 60mph. It will be appreciated that this example is merely illustrative and the sets, operating parameters, and operating parameter values may differ in practice.

Figure 3A provides such an illustration of a driving mode in a spider diagram -in this case, a standard driving mode is illustrated. Here, each attribute is shown having six available levels, from 5 to 0. At level 5, the driving mode has full performance and/or capability for that attribute -this will typically be associated with the highest energy consumption for that attribute. At level 0, the driving mode will have a minimum level of operation for that attribute (non-essential attributes may be switched off entirely), and typically a lowest energy consumption for that attribute. Intermediate values will provide intermediate functionality and intermediate energy consumption. For the standard driving mode 300 shown in Figure 3A, in most categories -performance 31, drivability 32, in-cabin air quality 34, infotainment (information and entertainment) system functionality 35, and other peripherals 36 -parameters are at their maximum level. There are some categories where the attribute is still high (here, at level 4) but not at the maximum level of 5 -climate comfort 33, active noise vibration and harshness (NVH) control 37 and active aerodynamics 38 -in these cases, the maximum value may require user selection for use in exceptional conditions, may only be accessible in a sports driving mode, or may be needed to compensate for other choices.

By contrast, Figure 3B shows a typical eco mode 310. Here, all attributes are reduced to levels of 3 or 4 except for active aerodynamics, which is increased to level 5 to balance compromises to drive performance. Such an eco mode shows a significant energy saving, and consequently range increase, over a standard driving mode, but it compromises the driver experience significantly in doing so.

It would be desirable to provide, as an efficient driving mode, a more adaptive eco mode that provided the driver with as desirable a driver experience as possible, whilst also allowing range goals to be met -this is provided by embodiments of the present invention. Figures 4A and 4B illustrate two situations where use of a "smart efficiency mode" -an adaptive driving mode as provided by embodiments of the invention -might be considered. Generally speaking, this mode should be considered whenever the distance to the destination 41 is greater than the current range in a standard driving mode 42 -this is true in both the Figure 4A and Figure 4B cases. In the Figure 4A case, use of the smart efficiency mode extends the vehicle range to a smart efficiency mode range 43 which is greater than the distance to the destination 41 -consequently it is particularly suitable to use the smart efficiency mode in this case, and this approach is followed in embodiments of the invention. By contrast, in the Figure 4B case, the range extension by using the smart efficiency mode is not sufficient for the smart efficiency mode range 43 to exceed the distance to the destination 41 -therefore adoption of the smart efficiency mode will not obviate the need for a charging stop. In this case, the charging stop distance 44 is less than the standard driving mode range 42 of the vehicle -this means that use of the smart efficiency mode will not affect the number of charging stops required -if the driver prioritises driver experience, then this could in some embodiments mean that the smart efficiency mode is not used for this journey (though it may be if the driver is prioritising energy efficiency even if this does not affect the number of charging stops made), but in other embodiments it may still be used as before with the effect of delaying a charging stop orto prioritize battery conditioning to reduce charging duration at a required charging stop (rather than simply to increase range).

Figure 5 shows an embodiment of an adaptive eco mode 500 according to an embodiment of the invention in comparison to a standard driving mode 300 and a typical eco mode 310. Figure 5 shows a state of charge on the x axis -here indicated as a battery charge %, but this could be measured or indicated in other ways, such as remaining range in a standard driving mode. The y axis indicates rate of energy consumption, or another related variable. Both the standard driving mode 300 and the typical eco mode 310 have a generally constant rate of energy consumption -this rate is just much lower for the typical eco mode 310, so the overall vehicle range in the typical eco mode 310 will be significantly greater than for the standard driving mode 300. The vehicle attribute values for the typical eco mode 310 are different from those for the standard driving mode 300, reflecting more energy efficient choices.

By contrast, the smart efficiency mode 500 has energy consumption that varies with the state of charge. The variation here is stepwise -when the state of charge drops below a certain value (as shown in Figure 5 -the state of charge values shown are illustrative), there is a transition to a different, more energy efficient, set of attribute value choices. This will be described in more detail below. However, a first question is how this mode is initiated -there are several possibilities. The driver may simply select this mode as their default choice rather than the standard driving mode -if they value energy efficiency over their driving experience. They may also actively select this mode if they know that they are going to be taking a long journey, but the exact destination has not been determined. Alternatively, the driver may have used a satellite navigation system to determine a route to their destination, and there may have been an automatic determination that the smart efficiency mode is needed to allow the driver to reach their destination without a charging stop (the Figure 4A case), or even that the smart efficiency mode is needed to reach an intermediate charging stop. A further alternative is that the control system of the vehicle may have determined that the current journey is a long journey, and that the adaptive eco mode 500 should be adopted as a result -a monitoring and control system adapted to perform a method for determining whether the current journey is a long journey is discussed further below with reference to Figures 9 and 10.

Determination of whether or not a battery stop is required using smart efficiency mode 500 can determine what will be included within the smart efficiency mode -for example, if the target destination can be reached without a charging stop, battery pre-conditioning may be disabled in order to preserve energy and maximise range, whereas if a charging stop is needed, battery pre-conditioning may be arranged in orderto reduce the charging time and so minimise the overall journey time.

Once the adaptive eco mode 500 has been initiated, the vehicle attributes continue as for the standard driving mode 300 until a first state of charge threshold 51 is reached -in this example, at 80% charge. At this point, there will be a first set of vehicle attribute changes that will lower the rate of energy consumption of the vehicle -for example, this may involve reducing the power provided to the daytime running lights (for example, to reduce their intensity from a "desired" value to the legal limit) and to tum off interior ambient lighting. The specific set of "new" vehicle attribute values may be a default set, or may vary per journey (for example, the order of vehicle attribute value changes may be based on a number of factors, such as vehicle model, feature content, type of road (for example, the order may be different for motorway driving from country road driving), ambient conditions and driving style). The joumey then continues with this new set of vehicle attribute values and a lower rate of energy consumption until a second state of charge threshold 52 is reached, in this example at 70% charge. Here there will be another set of vehicle attribute changes (which may involve different vehicle attributes (in other words, the set may have a different membership from the preceding set), further changes to the same vehicle attributes, or both) that further reduce the rate of consumption of energy -here this may involve performance changes such as a reduction in the Electric Drive Unit (EDU) power, with a lower limit on acceleration and/or a lower top speed limit. Again, the journey continues until a third state of charge threshold 53, here at 60% charge, and a further set of vehicle attribute changes -in this case, this may for example involve a reduction in power to the Human Machine Interface (with changes such as reduced display brightness). The journey again continues, this time until a fourth state of charge threshold 54, here at 40% charge, in this case involving the provision of a set of low power values for climate control attributes.

Each step has reduced the rate of consumption of energy, and at this point in this instance the vehicle attribute values are those of a typical eco mode 310. Between 40% charge and 20% charge, the vehicle is therefore operating as if the typical eco mode has been selected. However, the driver experience to this point will have been very different from that if the typical eco mode 310 had been selected from the start, as between 100% charge and 80% charge the vehicle has performed as if it were in the standard driving mode 300, and between 80% and 40% charge the vehicle has performed with a lower rate of energy consumption than in the standard driving mode 300 but with a higher operational specification than in the typical eco mode 310.

In this embodiment, further adaption is provided -there is a fifth state of charge threshold 55 in which a further set of vehicle attribute choices are made that reduce the rate of energy consumption even beyond that of the typical eco mode 310. This may, for example, be achieved by moving the Advanced Driver Assistance Systems (ADAS) to a low power mode. There is then a sixth state of charge threshold 56 at which the adaptive eco mode 500 effectively ends and an ultra low power mode is adopted, here at 5%. Such an ultra low power mode may be used as a general option when the state of charge drops below a limit value for normal driving whatever the currently used driving mode -this may be a "get me home" or "limp" mode that allows safe movement of the vehicle to a nearby location (such as a garage) but which is not intended for general driving use.

The adaptive eco mode 500 therefore allows a higher-for the most part, significantly higher-level of vehicle operation than for a typical eco mode 310. This variation is shown in Figures 6A to 6E. Figure 6A shows a first set of attributes reflecting both a standard driving mode 300 -as shown in Figure 3A -and the first stage of the adaptive eco mode 500. Figure 6B shows a different set of attributes with a lower rate of energy consumption reflecting one of the intermediate steps between the standard driving mode 300 and the typical eco mode 310 shown in Figure 5 in a mid to high state of charge of the battery, in this specific implementation the 80-40% charge zone. Figure 6C shows the set of attributes of the typical eco mode 310 (as shown in Figure 3B) and (for Figure 5) of the smart efficiency mode 500 in a mid to low state of the battery charge, in this example the 40-20% charge zone. Figure 6D shows the set of attributes for the smart efficiency mode 500 at a still lower charge level (and lower rate of energy consumption than the typical eco mode 310), with Figure 6E showing an illustrative set of attributes for an ultra low power mode.

In the arrangement shown here, particular sets of vehicle attributes are associated with particular charge ranges, and threshold values are determined accordingly. Thresholds need not be at specific state of charge values, but could be determined in other ways -for example, if a distance goal is known, then the thresholds could be associated with a percentage of journey completed. Threshold values may be set, or default values may be set, as part of the driving mode definition -however, threshold values may also be varied by situation (for example, by having specific threshold values for a journey determined after a distance goal was established) or in accordance with user preference (for example, a user may wish to maintain normal driving mode for as long as possible and then drop rapidly towards typical eco mode driving attributes, or they may prefer to drop some optional features immediately that the smart efficiency mode is initiated). Vehicle attribute sets may also be developed based on driver behaviour -for example, if a driver regularly overrides climate control functionality limitations but never does this for drivability choices, this may be taken as an indication of the driver priorities and the vehicle attribute set choices may be redetermined accordingly.

When driving in the smart efficiency mode, two types of change may occur -incidental or direct. An incidental change is one that has consequences for the smart efficiency mode, but does not result from direct driver intervention to the smart efficiency mode. An example here is a route change, for example a rerouting determined by a satellite navigation system when a traffic problem is detected on the original route. This will typically change the distance to the destination, and may change the calculation (of the type described above with reference to Figures 4A and 4B) of whether the smart efficiency mode will be sufficient to enable the driver to reach their intended final or intermediate destination (the route change may even render the intended intermediate destination unsuitable). This may require a new determination of whether or not to enter the smart efficiency mode -for example, before the route change the vehicle may have been able to reach the destination in the standard driving mode, but this may no longer be possible, and use of the smart efficiency mode may be suggested to the driver (or implemented if this has been established as a default). Another possibility is that the route change now requires an intermediate charging stop, but that this can be reached in the standard driving mode -the driver may now be offered the choice of moving from the smart efficiency mode to the standard driving mode (again, this may be implemented automatically if preset accordingly). A more sophisticated form of change is possible in embodiments where the smart efficiency mode can itself be adapted (by changing thresholds or by changing vehicle attribute sets operative in particular charge ranges) this is for the smart efficiency mode itself to adapt so that it will allow the driver to reach the destination using the new route.

Direct changes are changes made by the driver -these are illustrated with respect to an illustrative user interface for the smart efficiency mode as shown in Figure 7. The smart efficiency mode is illustrated on an infotainment screen 70 -this may for example be a touchscreen so that selection of particular elements on screen may enable direct selection or may enable other menus to allow selection. Alternatively, user interaction may be by, for example, dedicated buttons or switches with only the effects of selection or activation being seen on the infotainment screen 70.

Here, the drive mode selected and drive modes available 71 are shown in the top-left hand corner of the screen -in this case, the smart efficiency mode SEM has been selected (either automatically or by driver choice). The driver can switch to another mode simply by pressing on another mode -if selected (possibly after a confirmation step), the vehicle will transition to a different driving mode, probably with a different set of vehicle attributes to that currently used. The current vehicle attributes are represented in the centre of the screen according to vehicle attribute categories 73 (here, propulsion power, climate, interior, cabin comfort and HMI), with the depiction of the individual categories indicating (by colour, shade or percentage) how energy efficient their current setting is. The route map 72 is shown on the right hand side of the screen. A state of charge 74 may be shown to help driver decision making, along with a vehicle path 75 to illustrate the effect of driving mode choices. Here the range results for the currently configured smart efficiency mode (SEM) are shown (arbitrary values are shown in Figure 7 -these are not intended to be representative of any real world mode implementation), together with the possible results of user choices -it is here shown that selecting the energy efficient climate setting (here, the current setting is as for the standard driving mode) immediately will add 10 miles to the vehicle range, whereas immediately selecting "maximum SEM" options -which may be similar to immediately adopting a typical eco mode, or may provide even more energy efficient functionality as shown in Figure 5 -will here add 50 miles to the vehicle range.

Vehicle attribute categories 73 may be selectable. On selection of a vehicle attribute category, there may then be an option to change the energy efficiency setting in that category generally, or possibly to make a more fine-grained change according to driver-chosen functionality -in such embodiments, the driver may therefore be able to use the smart efficiency mode as a baseline, but to modify actual settings in use according to preference. It may be possible for the user to personalise the smart efficiency mode, for example by indicating that specific vehicle attributes are not to be changed (in which case the membership of a set of attribute values applicable in particular circumstances may be changed by the user). In general, it is expected that the user will not wish to make changes at the level of individual vehicle attributes, but would prefer to work by vehicle attribute categories 73, which represent a curated group of vehicle attributes that it is logical to vary in a coordinated way. Another possibility (not shown) may be to toggle all attributes "up" or "down", or to toggle the smart efficiency mode so that it operates according to the set of attributes for a higher or a lower state of charge.

It will be appreciated that there may be various different mechanisms for determining whether the above-described smart efficiency mode is to be implemented. A monitoring and control system implementing one example triggering mechanism for doing so will now be described with reference to Figures 9 and 10.

The block diagram of Figure 9 schematically illustrates processing blocks / modules implemented by the monitoring and control system mentioned above. In its most general form, the monitoring and control system 900 (hereafter referred to simply as a 'control system' for ease of reference) comprises at least one processor 901. More than one processor may be used, but only one processor is shown for illustrative ease. The processor 901 is programmed with instructions 902 regarding at least one journey criterion, whereby fulfilment of this criterion is indicative of the journey being of an extended duration (e.g., a 'long journey'). The processor 901 is configured to obtain at least one vehicle property of the electric vehicle: in the illustrative example, this involves receiving an incoming vehicle property signal 903 from at least one vehicle component 904. The processor 901 is configured to assess the vehicle property based on the instructions 902, and to determine if the vehicle property fulfils the at least one journey criterion. The instructions 902 relating to the journey criterion provide that in order for the journey to be considered of extended duration, the vehicle property needs to: (a) indicate that the expected journey distance is greater than or equal to a threshold value; (b) indicate that the current speed of the vehicle is greater than a threshold value; and/or (c) indicate that the vehicle is in a location which would be expected to indicate that a long journey is underway. These will be discussed in more detail subsequently with reference to Figure 10.

In dependence on or responsive to the vehicle property fulfilling the at least one journey criterion, the processor 901 is configured to output a 'long journey' signal 905 that is indicative of the journey being of an extended duration. This long journey signal 905 can be output to one or more vehicle components 906 (for example, the ECM) to cause them to control one or more vehicle operational parameters. This may result in the vehicle being placed in a specific driving mode, for example the 'smart efficiency mode' described above.

With continuing reference to Figure 9, and with additional reference to Figure 10, a method 1000 by which the processing block / modules of Figure 9 can implement control and monitoring processes will now be described.

At step 1050, the method 1000 involves determining if an operational criterion of the vehicle has been met.

This step would typically be used to ascertain whether to continue with the rest of the method -i.e., whether to detect if a long journey is underway and take the appropriate actions. The operational criterion to be met in this step can be selected from one or more of the following: whether the vehicle is turned on; whether the vehicle is in 'drive' mode and has a speed greater than a predetermined value (e.g., 5mph, lOmph); whether the vehicle has entered 'ultra-low power mode'; and/or whether the vehicle has a given battery charge based on the vehicle's overall efficiency and the maximum usable battery energy, e.g. <50%.

Provided the selected operational criterion / criteria are met in step 1050, the processor 901 is configured to begin execution of a 'long journey detection' algorithm (using its stored set of instructions / rules 902) that detects if the vehicle is undertaking a long journey -execution of this algorithm is in accordance with the following steps of the method 1000.

In step 1100, the method involves obtaining at least one vehicle property for use by the processor 901 according to the algorithm. In step 1150, the method involves determining if the at least one vehicle property fulfils at least one journey criterion indicative of the journey being a 'long journey'. As noted above, the at least one vehicle property can be obtained by communication of the processor 901 with one or more other vehicle components 904 in order to obtain the appropriate information via the vehicle property signal 903. The at least one vehicle property includes but is not limited to: (a) an expected distance of the journey that the vehicle is about to undertake; (b) a speed of the vehicle; and (c) a location of the vehicle. Correspondingly, the at least one journey criterion includes but is not limited to: (a) a ratio of the expected distance to the available range of the vehicle being above a threshold value; (b) a speed of the vehicle being above a threshold value; and (c) the vehicle being located on or near a fast road (e.g., a motorway). The different processing flows that are associated with each vehicle property assessed are illustrated by the three parallel strands of the method 1100a to 1100c and 1150a to 1150c.

In more detail, according to Step 1100a, if the vehicle property corresponds to the expected distance of the journey, the processor 901 may be configured to obtain the destination and expected distance of the journey based on input from an active navigation application. This may take place via communication with a (native) navigational component of the vehicle, and/or with a separate device that is providing navigational input and is communication with the vehicle (such as the driver's mobile device).

Alternatively, if no active navigation information is available, the processor 901 may be configured to determine if the expected journey corresponds to a journey that the vehicle has undertaken on a regular basis previously; details of this journey would be stored by the processor 901 and/or by the vehicle. The processor 901 may be configured to carry out a determination of the current time / date / day of the journey -this information may be received as the vehicle property signal 903. Once the processor 901 has identified a stored journey that corresponds to the day / date / time properties, the processor 901 may determine the expected distance corresponding to this stored journey. Optionally, the stored journeys may be placed into two different categories -a first 'regular commute' category which corresponds to a journey that is undertaken by the vehicle daily / multiple times a week -e.g., to work, to the shops, to school etc; or a second (semi)regular 'non-commute' category which corresponds to a journey that is undertaken by the vehicle at greater intervals (weekly / fortnightly) -e.g., to visit family at the weekend. These categories have been defined such that journeys which fall under the 'regular commute' category would not typically correspond to a 'long journey'; whilst journeys which fall under the 'non-commute' category are more likely to correspond to a 'long journey'.

Once the expected distance has been determined, the processor 901 is configured to, based on the instructions 902, compare the expected distance to an available range of the vehicle in step 1150a. This available range can be determined based on the state of the battery charge of the vehicle, and may take into account the ambient conditions on the journey and/or the expected efficiency of the vehicle based on the profile (driving patterns / behaviour) of the driver. If the ratio of the expected distance to the available range is above a threshold value (e.g., 90%, 95%, 98% etc.), the journey criterion is fulfilled, and the journey is deemed to be a 'long journey'.

According to step 1100b, if the vehicle property corresponds to the speed of the vehicle, the processor 901 is configured to obtain the RMS (root-mean-square) speed of the vehicle over a given period (e.g., 60s, 120s, etc.) from a speedometer of the vehicle. According to step 1150b, the processor 901 is configured to ascertain if the RMS speed of the vehicle over the given period is greater than a threshold value (e.g., 45mph, 60mph, 70mph, 80mph -the exact threshold may depend on the speed limits that are defined in a given country). If so, the journey criterion is fulfilled, and the journey is deemed to be a 'long journey'.

According to step 1100c, if the vehicle property corresponds to the location of the vehicle, the processor 901 is configured to obtain a location of the vehicle based on input from a navigational / GPS vehicle component. According to step 1150c, the processor 901 is configured to ascertain if the obtained vehicle location corresponds substantially to a fast road (e.g., a motorway), as driving for any distance along such a road would typically indicate that a long journey is taking place. If so, the journey criterion is fulfilled, and the journey is deemed to be a 'long journey'.

At step 1200, in dependence on or responsive to the journey criterion being fulfilled, the processor 901 is configured to output the 'long journey' signal 905 to one or more vehicle components 906 (for example, the vehicle ECM) indicating that the vehicle has been deemed to be undertaking a long journey.

Thereafter, at step 1250, the one or more vehicle components 906 are configured to alter one or more properties of the vehicle in response to receiving the long journey signal 905. Such alteration may correspond to making the appropriate changes to place the vehicle into the 'smart efficiency mode' discussed above. Placing the vehicle into a more efficient mode enables the range of the vehicle to be optimised, which is particularly beneficial during long journeys.

Additionally or alternatively, in step 1250, the one or more vehicle components 906 may be configured to alter one or more vehicle settings that would be beneficial for the driver experience during the journey. Such settings may include, but are not limited to: adjusting the seat position (e.g., to a more reclined position); adjusting the pedal response (e.g., make accelerator firmer to enable resting of the foot on the accelerator pedal); adjusting the suspension setting (e.g., active suspension lowered and damper to soft setting); adjusting the active aerodynamics settings (e.g., to reduce drag and/or wind-noise) or adjusting the media choice (e.g., switching to a specific playlist).

If the journey criterion is not fulfilled at step 1150, the processor 901 is configured to monitor the vehicle properties, and to perform steps 1100 and 1150, at predetermined internals (e.g., every 300 seconds). If at any point during the course of the journey, at least one journey criterion is deemed to be fulfilled, then the processing will continue to step 1200.

If it is determined that the vehicle has entered an 'off state' (e.g., this may involve the vehicle being plugged in and charging), the journey is deemed to be complete and the processor 901 is configured to terminate output of the long journey signal 905, and/or to terminate any further monitoring of the vehicle properties.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

The text contained in table 1 may be used in combination with the numerals shown in figure 7. Table 1 7000 Battery State Of Charge (SOC) 85% 7002 Smart Efficiency Mode Activated 7004 Standard 7006 SEM (Smart Efficiency Mode) 7008 Eco 7010 Sports 7020 Propulsion Power 7022 Climate 7024 Interior 7026 Cabin Comfort 7028 HMI (Human Machine Interface) 7030 250 Mile, Normal 7032 +10 mile 7034 260 Mile, Climate Opt.

7036 Max potential, +50 mile 7038 300 Mile, Max SEM

Claims

CLAIMS1. A control system for controlling a driving mode of an electric vehicle, the control system comprising one or more processors collectively configured to: define a plurality of sets of one or more vehicle operating parameter values for the electric vehicle, and associate each of the sets of vehicle operating parameter values with a charge state of a battery system of the electric vehicle; and when the electric vehicle is operating in the driving mode, determine a current charge state of the battery system, and operate the electric vehicle using the one or more vehicle operating parameter values of the set associated with the current charge state of the battery system.
2. The control system of claim 1, wherein the one or more processors are collectively configured to update the driving mode, wherein updating the driving mode comprises: updating membership of one or more of the plurality of sets of vehicle operating parameter values, updating one or more of the vehicle operating parameter values of one or more of the plurality of sets of vehicle operating parameter values, and/or updating one or more of the charge states of the battery system associated with the plurality of sets of vehicle operating parameter values.
3. The control system of claim 2, wherein the one or more processors are collectively configured to update the driving mode in response to a history of driver choices for vehicle operating parameter values.
4. The control system of claim 2 or claim 3, wherein the one or more processors are collectively configured to update the driving mode based on a distance goal.
5. The control system of claim 4, wherein the distance goal is a distance to a final or an intermediate destination.
6. The control system of claim 5, wherein the intermediate destination is a charging point for the electric vehicle.
7. The control system of any of claims 2 to 6, wherein the one or more processors are collectively configured to update the driving mode during a journey in response to a change to parameters of the journey.
8. The control system of any preceding claim, wherein operating the electric vehicle using the one or more vehicle operating parameter values comprises automatically bringing the set of vehicle operating parameter values into effect at the associated charge state of the battery system of the electric vehicle.
9. The control system of any of claims 1 to 7, wherein the one or more processors are collectively further configured to output a prompt to a user requesting confirmation to operate the electric vehicle using the one or more vehicle operating parameter values and, upon receipt of said confirmation, to bring the set of vehicle operating parameter values into effect at the associated charge state of the battery system.
10. The control system of any preceding claim, wherein the plurality of vehicle operating parameters comprise parameters affecting or controlling one or more of: a powertrain of the electric vehicle, drivability, climate control, internal lighting, and information and entertainment systems.
11. A driving control system for an electric vehicle, the driving control system comprising the control system for controlling a plurality of vehicle operating parameters defining a driving mode for the electric vehicle of claims 1 to 10 and a driver interface comprising a display and user selection means, wherein the driving control system is adapted to display the driving mode that is in operation.
12. The driving control system of claim 11, wherein the driving control system is adapted to display and allow variation by a user of one or more vehicle operating parameters associated with the driving mode, and to display the effect of said variation on a current vehicle range.
13. A vehicle comprising the control system of any of claims 1 to 10 or the driving control system of claim 11 or 12.
14. A method of controlling an electric vehicle in a driving mode defined by a plurality of vehicle operating parameters, the method comprising: defining the driving mode by determining a plurality of sets of one or more vehicle operating parameter values for the electric vehicle, and associating each of the sets of vehicle operating parameter values with a charge state of a battery system of the electric vehicle; and operating the driving mode by determining a current charge state of the battery system and initiating use of the one or more vehicle operating parameter values of the set of one or more vehicle operating parameter values associated with the current charge state of the battery system.
15. Computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method according to claim 14.