Drive torque transfer scheme

• US 20040054459A1
• Filed: 09/13/2002
• Published: 03/18/2004
• Est. Priority Date: 09/13/2002
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Inventors: Brooks, Cary Walter, Simon, Anthony Luke, Walenty, Allen John
• Granted Patent: US 6,810,318 B2
• Time in Patent Office: Days
• US Class Current: 701/82
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2530/10 Weight
• CPC Class Codes: B60W 2540/18 Steering angle

Abstract

The present invention relates to methods of torque transfer, torque transfer units, and vehicles incorporating the same. According to the method, a delta signal indicative of a rotational condition of the first driveline is generated and a torque transfer unit is controlled as a function of a torque transfer control algorithm. The control algorithm commands a transfer torque representing an amount of torque to transfer from the source of power to one of the first and second drivelines. The torque transfer control algorithm is a function of the delta signal and is substantially independent of any rotational condition of the second driveline over a primary operational range of the algorithm. Reference values may comprise a desired vehicle acceleration value, an actual vehicle acceleration value, a vehicle ground speed value, temporally displaced first driveline acceleration values, temporally displaced first driveline speed values, and combinations thereof.

Claims

1. A method of controlling torque transfer in a drive train of a wheeled vehicle, said drive train comprising a source of power, a first driveline, a second driveline, and a torque transfer unit configured to couple said source of power to said first and second drivelines, said method comprising:

generating a delta signal indicative of a rotational condition of said first driveline; and

controlling said torque transfer unit as a function of a torque transfer control algorithm, wherein

said torque transfer control algorithm is a function of said delta signal indicative of said rotational condition of said first driveline,

said torque transfer control algorithm is substantially independent of any rotational condition of said second driveline over a primary operational range of said algorithm; and

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.

2. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a signal indicative of a difference between a reference value and said rotational condition of said first driveline.

3. A method of controlling torque transfer as claimed in claim 2 wherein said rotational condition of said first drive line is indicative of a temporal change in one of rotational speed or rotational acceleration of said first driveline.

4. A method of controlling torque transfer as claimed in claim 3 wherein said reference value provides an indication of whether temporal increases in said rotational condition of said first driveline are significant enough to warrant torque transfer from said source of power to one of said first and second drivelines.

5. A method of controlling torque transfer as claimed in claim 3 wherein said reference value provides an indication of whether a variation of current wheel acceleration or speed data from historical wheel acceleration or speed data is significant enough to warrant torque transfer from said source of power to one of said first and second drivelines.

6. A method of controlling torque transfer as claimed in claim 2 wherein said reference value comprises one of a desired vehicle acceleration value.

7. A method of controlling torque transfer as claimed in claim 2 wherein said reference value comprises one of a desired vehicle acceleration value, an actual vehicle acceleration value, a vehicle ground speed value, temporally displaced first driveline acceleration values, temporally displaced first driveline speed values, and combinations thereof.

8. A method of controlling torque transfer as claimed in claim 7 wherein said delta signal is determined utilizing an adaptive constant and a value indicative of said difference between said reference value and said rotational condition of said first driveline.

9. A method of controlling torque transfer as claimed in claim 2 wherein said rotational condition of said first driveline comprises a rotational acceleration of said driveline.

10. A method of controlling torque transfer as claimed in claim 2 wherein said rotational condition of said first driveline comprises a rotational speed of said driveline.

11. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a signal indicative of a difference between a reference value and a selected one of a plurality of different rotational conditions of said first driveline.

12. A method of controlling torque transfer as claimed in claim 11 wherein said control algorithm determines said selected rotational condition.

13. A method of controlling torque transfer as claimed in claim 11 wherein said plurality of rotational conditions include a primary rotational condition and at least one alternative rotational condition.

14. A method of controlling torque transfer as claimed in claim 13 wherein said control algorithm selects said alternative rotational condition over said primary rotational condition when a difference between said reference value and said rotational condition does not exceed a torque transfer threshold and when a difference between said reference value and said alternative rotational condition exceeds said torque transfer threshold.

15. A method of controlling torque transfer as claimed in claim 1 wherein:

said torque transfer control algorithm commands said transfer torque as a function of said delta signal when said delta signal exceeds a torque transfer threshold;

said torque transfer control algorithm commands said transfer torque as a function of an alternative delta signal when said alternative delta signal exceeds said torque transfer threshold and said delta signal does not exceed said torque transfer threshold.

16. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a signal indicative of a temporal change of said rotational condition of said first driveline.

17. A method of controlling torque transfer as claimed in claim 16 wherein said temporal change of said rotational condition comprises a change in rotational speed of said first driveline.

18. A method of controlling torque transfer as claimed in claim 16 wherein said temporal change of said rotational condition comprises a change in rotational acceleration of said first driveline.

19. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a delta acceleration signal indicative of a difference between said first driveline acceleration and a desired vehicle acceleration.

20. A method of controlling torque transfer as claimed in claim 19 wherein said desired acceleration is determined as a function of desired engine output torque, vehicle weight, and grade.

21. A method of controlling torque transfer as claimed in claim 20 wherein said desired engine output torque is determined as a function of maximum engine output torque and a desired torque command signal.

22. A method of controlling torque transfer as claimed in claim 21 wherein said desired torque command signal is generated by a throttle position sensor.

23. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a delta acceleration signal indicative of a difference associated with said first driveline acceleration, a desired acceleration, and an actual vehicle acceleration.

24. A method of controlling torque transfer as claimed in claim 23 wherein said actual vehicle acceleration is generated by an accelerometer.

25. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a delta acceleration signal indicative of a difference associated with one or more of said first driveline acceleration, a desired acceleration, an actual vehicle acceleration, and a calibration constant.

26. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a delta acceleration signal indicative of a difference between said first driveline acceleration and an actual vehicle acceleration.

27. A method of controlling torque transfer as claimed in claim 26 wherein said actual vehicle acceleration is generated by an accelerometer.

28. A method of controlling torque transfer as claimed in claim 26 wherein said actual vehicle acceleration is input from an independent system.

29. A method of controlling torque transfer as claimed in claim 28 wherein said independent system comprises one of a vehicle braking system, a vehicle safety system, a vehicle diagnostic system, and a central vehicle data storage system.

30. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal comprises a delta acceleration signal indicative of a difference between a speed of said first driveline and an actual vehicle groundspeed.

31. A method of controlling torque transfer as claimed in claim 30 wherein said driveline speed is determined using wheel speed sensors and by converting wheel speed to driveline speed using a steering angle correction factor.

32. A method of controlling torque transfer as claimed in claim 30 wherein said actual vehicle groundspeed is determined using a ground speed sensor.

33. A method of controlling torque transfer as claimed in claim 32 wherein said ground speed sensor is configured to utilize one or more of radar, laser, sonar, and GPS data.

34. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm commands said transfer torque when said delta signal exceeds a torque transfer threshold.

35. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm is a further function of a torque transfer threshold.

36. A method of controlling torque transfer as claimed in claim 35 wherein said torque transfer threshold value is a function of a desired acceleration signal.

37. A method of controlling torque transfer as claimed in claim 35 wherein said torque transfer threshold value is adjusted to account for excessive throttle apply rate.

38. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal is generated depending upon engine running and drive gear engaged signals.

39. A method of controlling torque transfer as claimed in claim 1 wherein said delta signal is generated depending upon whether conditions are suitable for activation of an anti-lock braking system associated with components coupled one or both of said first and second drive lines.

40. A method of controlling torque transfer as claimed in claim 1 wherein:

said torque transfer control algorithm commands said transfer torque when said delta signal exceeds a torque transfer threshold; and

said delta signal is refreshed after said algorithm commands said transfer torque.

41. A method of controlling torque transfer as claimed in claim 1 wherein:

said torque transfer control algorithm commands said transfer torque when said delta signal exceeds a torque transfer threshold; and

said commanded transfer torque is maintained for a minimum amount of time following return of said delta signal below said torque transfer threshold.

42. A method of controlling torque transfer as claimed in claim 41 wherein said minimum amount of time is established through the use of an engagement counter.

43. A method of controlling torque transfer as claimed in claim 42 wherein said engagement counter is decremented in response to a signal indicating that said delta signal is lower than a low delta threshold.

44. A method of controlling torque transfer as claimed in claim 41 wherein said minimum amount of time runs from a point at which said delta signal goes below a low delta threshold.

45. A method of controlling torque transfer as claimed in claim 44 wherein said low delta threshold is lower than a torque transfer threshold utilized in said torque transfer control algorithm.

46. A method of controlling torque transfer as claimed in claim 1 further comprising the step of generating an alternative delta signal representative of the respective accelerations of left and right wheels coupled to said first driveline, wherein:

said torque transfer control algorithm commands said transfer torque as a function of said delta signal when said delta signal exceeds a torque transfer threshold; and

said torque transfer control algorithm commands said transfer torque as a function of said alternative delta signal when said alternative delta signal exceeds said torque transfer threshold and said delta signal does not exceed said torque transfer threshold.

47. A method of controlling torque transfer as claimed in claim 46 wherein said torque transfer control algorithm commands said transfer torque as a function of said alternative delta signal when said alternative delta signal, converted to an analogous acceleration value, further exceeds the greater of (i) a difference between said left rear acceleration and a desired vehicle acceleration and (ii) a difference between said right rear acceleration and a desired vehicle acceleration.

48. A method of controlling torque transfer as claimed in claim 46 wherein said alternative delta signal is generated by comparing said right wheel speed, said left wheel speed, and a desired vehicle speed.

49. A method of controlling torque transfer as claimed in claim 46 wherein said alternative delta signal is generated by determining an amount by which a difference between said right wheel speed and said left wheel speed exceeds a desired vehicle speed.

50. A method of controlling torque transfer as claimed in claim 49 wherein said alternative delta signal is generated by determining an amount by which a difference between said right wheel speed and said left wheel speed exceeds a desired vehicle speed and by correcting said determined amount with a steering angle signal.

51. A method of controlling torque transfer as claimed in claim 46 wherein said alternative delta signal is generated by comparing said right wheel speed, said left wheel speed, and a desired vehicle speed and converting a result of said comparison to an analogous acceleration value.

52. A method of controlling torque transfer as claimed in claim 1 further comprising the step of generating an alternative delta signal representative of respective left and right wheel torque signals sensed at left and right wheels coupled to said first driveline, wherein:

said torque transfer control algorithm commands said transfer torque as a function of said delta signal when said delta signal exceeds a torque transfer threshold; and

said torque transfer control algorithm commands said transfer torque as a function of said alternative delta signal when said alternative delta signal exceeds said torque transfer threshold and said delta signal does not exceed said torque transfer threshold.

53. A method of controlling torque transfer as claimed in claim 52 wherein said alternative delta signal is generated by comparing said left and right wheel torque signals with corresponding left and right desired output torques to generate left and right wheel delta torques.

54. A method of controlling torque transfer as claimed in claim 53 wherein said alternative delta signal is generated by:

converting said right wheel delta torque and said left wheel delta torque with an adaptive constant;

determining whether either of said converted delta torques exceeds said torque transfer threshold; and

establishing the higher of said converted delta torques as said alternative delta signal converted when said higher converted delta torque exceeds said torque transfer threshold.

55. A method of controlling torque transfer as claimed in claim 1 further comprising the step of generating an alternative delta signal representative of a distance traveled by said wheeled vehicle, wherein:

said torque transfer control algorithm commands said transfer torque as a function of said delta signal when said delta signal exceeds a torque transfer threshold; and

said torque transfer control algorithm commands said transfer torque as a function of said alternative delta signal when said alternative delta signal exceeds said torque transfer threshold and said delta signal does not exceed said torque transfer threshold.

56. A method of controlling torque transfer as claimed in claim 55 wherein said alternative delta signal is generated by comparing a wheel distance signal with a vehicle distance signal to generate a distance delta signal.

57. A method of controlling torque transfer as claimed in claim 56 wherein said wheel distance signal is determined based on actual rotation of at least one of said wheels.

58. A method of controlling torque transfer as claimed in claim 57 wherein said alternative delta signal is generated by:

converting said distance delta signal with an adaptive constant;

determining whether said converted distance delta signal exceeds said torque transfer threshold; and

establishing said converted distance delta signal as said alternative delta signal when said converted distance delta signal exceeds said torque transfer threshold.

59. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm is substantially independent of any rotational condition of said second driveline over a majority of said operational range of said algorithm.

60. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm is substantially independent of any rotational condition of said second driveline over substantially all of said operational range of said algorithm.

61. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm is totally independent of any rotational condition of said second driveline over substantially all of said operational range of said algorithm.

62. A method of controlling torque transfer as claimed in claim 1 wherein said torque transfer control algorithm is totally independent of any rotational condition of said second driveline over all of said operational range of said algorithm.

63. A method of controlling torque transfer as claimed in claim 1 wherein said commanded transfer torque, represented as a percentage of torque to transfer to said second driveline, ranges from about 0% to about 100%.

64. A method of controlling torque transfer as claimed in claim 1 wherein said commanded transfer torque, represented as a percentage of torque to transfer to said first driveline, ranges from about 0% to about 100%.

65. A method of controlling torque transfer as claimed in claim 1 wherein said commanded transfer torque additionally represents an amount of torque to transfer to another of said first and second drivelines.

66. A method of controlling torque transfer in a drive train of a wheeled vehicle, said drive train comprising a source of power, a first driveline, a second driveline, and a torque transfer unit configured to couple said source of power to said first and second drivelines, said method comprising:

generating a delta signal indicative of a difference between a reference value and a rotational condition of said first driveline, wherein

said reference value comprises a desired vehicle acceleration value determined as a function of maximum output torque, a desired torque command signal generated by a throttle position sensor, vehicle weight, and grade, and

said rotational condition of said first driveline is indicative of a temporal change in one of rotational speed or rotational acceleration of said first driveline; and

controlling said torque transfer unit as a function of a torque transfer control algorithm, wherein

said torque transfer control algorithm is a function of said delta signal indicative of said rotational condition of said first driveline,

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.

67. A method of controlling torque transfer in a drive train of a wheeled vehicle, said drive train comprising a source of power, a first driveline, a second driveline, and a torque transfer unit configured to couple said source of power to said first and second drivelines, said method comprising:

generating a delta signal indicative of a rotational condition of said first driveline, wherein

said delta signal comprises a signal indicative of a difference between a reference value and a selected one of a plurality of different rotational conditions of said first driveline, including a primary rotational condition and at least one alternative rotational condition, and

wherein said reference value comprises one of a desired vehicle acceleration value, an actual vehicle acceleration value, a vehicle ground speed value, temporally displaced first driveline acceleration values, temporally displaced first driveline speed values, and combinations thereof; and

controlling said torque transfer unit as a function of a torque transfer control algorithm, wherein

said control algorithm determines said selected rotational condition and exhibits a preference for said alternative rotational condition over said primary rotational condition when a difference between said reference value and said rotational condition does not exceed a torque transfer threshold and when a difference between said reference value and said alternative rotational condition exceeds said torque transfer threshold,

said torque transfer control algorithm is a function of said delta signal indicative of said selected rotational condition of said first driveline, and

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.

68. A torque transfer unit configured to couple a source of power to said first and second drivelines of a wheeled vehicle, said transfer unit comprising a controller programmed to:

generate a delta signal indicative of a rotational condition of said first driveline; and

control said torque transfer unit as a function of a torque transfer control algorithm, wherein

said torque transfer control algorithm is a function of said delta signal indicative of said rotational condition of said first driveline,

said torque transfer control algorithm is substantially independent of any rotational condition of said second driveline over a primary operational range of said algorithm; and

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.

69. A torque transfer unit as claimed in claim 68 wherein said transfer torque represents an amount of torque to transfer to said first driveline.

70. A torque transfer unit as claimed in claim 68 wherein said transfer torque represents an amount of torque to transfer to said second driveline.

71. A torque transfer unit as claimed in claim 68 wherein said transfer torque represents an amount of torque to transfer to said first and second drivelines.

72. A vehicle comprising:

a source of power;

a first driveline including a first set of driven wheels;

a second driveline including a second set of driven wheels; and

a torque transfer unit configured to couple said source of power to said first and second drivelines, said torque transfer unit comprising a controller programmed to

generate a delta signal indicative of a rotational condition of said first driveline, and

control said torque transfer unit as a function of a torque transfer control algorithm, wherein

said torque transfer control algorithm is a function of said delta signal indicative of said rotational condition of said first driveline,

said torque transfer control algorithm is substantially independent of any rotational condition of said second driveline over a primary operational range of said algorithm, and

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.

73. A vehicle as claimed in claim 72 wherein:

said first set of driven wheels comprise a set of rear vehicle wheels such that said first driveline comprises a rear wheel driveline;

said second set of driven wheels comprise a set of front vehicle wheels such that said second driveline comprises a front wheel driveline; and

said commanded transfer torque represents an amount of torque to transfer to said second driveline.

74. A vehicle as claimed in claim 73 wherein said commanded transfer torque, represented as a percentage of torque to transfer to said second driveline, ranges from about 0% to about 100%.

75. A vehicle as claimed in claim 72 wherein:

said first set of driven wheels comprise a set of rear vehicle wheels such that said first driveline comprises a rear wheel driveline;

said second set of driven wheels comprise a set of front vehicle wheels such that said second driveline comprises a front wheel driveline; and

said commanded transfer torque represents an amount of torque to transfer to said first driveline.

76. A vehicle as claimed in claim 75 wherein said commanded transfer torque, represented as a percentage of torque to transfer to said first driveline, ranges from about 0% to about 100%.

77. A vehicle as claimed in claim 72 wherein:

said first set of driven wheels comprise a set of rear vehicle wheels such that said first driveline comprises a rear wheel driveline;

said second set of driven wheels comprise a set of front vehicle wheels such that said second driveline comprises a front wheel driveline; and

said commanded transfer torque represents an amount of torque to transfer to said first and second drivelines.

78. A method of controlling torque transfer in a drive train of a wheeled vehicle, said drive train comprising a source of power, a first driveline, a second driveline, and a torque transfer unit configured to couple said source of power to said first and second drivelines, said method comprising:

generating a delta signal indicative of a rotational condition of said first driveline, wherein said delta signal is totally independent of any rotational condition of said second driveline; and

controlling said torque transfer unit as a function of a torque transfer control algorithm, wherein said torque transfer control algorithm is a function of said delta signal indicative of said rotational condition of said first driveline; and

said torque transfer control algorithm commands a transfer torque representing an amount of torque to transfer from said source of power to one of said first and second drivelines.