CLOSED-LOOP SPEED AND TORQUE DAMPING CONTROL FOR HYBRID AND ELECTRIC VEHICLES

• US 20120059538A1
• Filed: 02/10/2011
• Published: 03/08/2012
• Est. Priority Date: 09/07/2010
• Status: Abandoned Application

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Morris, Robert L.
• Application Number:
  US13/024,441
• Publication Number:
  US 20120059538A1
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2510/083 Torque
• CPC Class Codes: B60W 2540/165 Rate of change
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 2710/085 Torque change rate
• CPC Class Codes: B60W 2710/1011 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A method for minimizing driveline disturbances in a vehicle includes using a controller to automatically combine a damping torque control command with a motor speed control command in a closed loop to prevent a perceptible discontinuity in an applied motor torque during a change in transmission gear states. The method may include calculating error values in the rotational speeds of one or two traction motors, and using the calculated error value(s) to determine a required damping torque. The controller can multiply the error value for one traction motor by a gain value of the other traction motor before determining the required damping torque. A vehicle includes first and second traction motors, a transmission, and a controller. The transmission is powered by the traction motors, and the controller combines a damping torque control command with motor speed control command to prevent a discontinuity in an applied motor torque as noted above.

Claims

1. A method for minimizing driveline disturbances in a vehicle having a controller and a transmission powered by at least one traction motor, the method comprising:

detecting a change in gear states of the transmission; and

automatically combining a damping control torque with a motor speed control torque in a closed loop, via the controller, to prevent a perceptible discontinuity in an applied motor torque from the at least one traction motor during the change in gear state.

2. The method of claim 1, further comprising:

calculating the motor speed control torque using a proportional gain value from the damping control torque.

3. The method of claim 1, wherein automatically combining the damping torque control with the motor speed control torque includes calculating an error value in the rotational speed of the at least one traction motor, and then using the calculated error value to determine a required damping torque for providing the damping control torque.

4. The method of claim 3, wherein the at least one traction motor includes a first and a second traction motor, the method further comprising:

multiplying the calculated error value for one of the first and the second traction motor by a gain value of the other of the first and the second traction motor before determining the required damping torque.

5. The method of claim 1, wherein the vehicle includes an engine, an axle, drive wheels, and a clutch in the transmission, the method further comprising:

receiving a set of desired targets, including at least one of;

actual engine torque of the engine, desired axle torque of the axle, wheel speeds of the drive wheels, desired input speed of the transmission, and desired clutch speed of the clutch;

calculating a desired operating state for the at least one traction motor; and

outputting, via the controller, a set of reference signals for each of the desired operating states.

6. The method of claim 5, wherein the vehicle includes an input clutch between the engine and the transmission, and wherein the reference signals include a calibrated reference value for:

the damper torque from the input clutch, the axle torque, the speed of the at least one traction motor, the output speed of the transmission, and the speed of the engine.

7. The method of claim 6, further comprising:

calculating a speed control torque signal for the at least one traction motor using a motor speed torque (MST) control block of the controller;

calculating a motor damping torque signal for the at least one traction motor using a motor damping torque (MDT) control block of the controller; and

combining the speed control torque signal and the motor damping torque signal to generate a total motor control torque for the at least one traction motor.

8. The method of claim 7, further comprising:

processing the total motor control torque through a vehicle driveline model to thereby generate an estimated damper torque for the input clutch, an estimated axle torque for the axle, and an estimated wheel speed for the drive wheels; and

feeding the estimated damper torque, the estimated axle torque, and the estimated wheel speed back to the MDT control block as inputs to the MDT control block.

9. A vehicle comprising:

a traction motor;

a transmission powered by the traction motor; and

a controller configured to automatically combine a damping torque control command with a motor speed control command to thereby prevent a discontinuity in an applied motor torque from the traction motor during a change in gear states of the transmission.

10. The vehicle of claim 9, wherein the traction motor includes a first and a second traction motor, and wherein the controller automatically combines a damping torque control command with a motor speed control command for each of the first and the second traction motors.

11. The vehicle of claim 9, wherein the damping control torque provides a proportional gain for the motor speed control torque.

12. The vehicle of claim 9, wherein the controller is configured for automatically combining the damping torque control with the motor speed control in part by calculating error value in the rotational speed of the traction motor, and then using the calculated error value to determine a required damping torque for providing the damping control torque.

13. The vehicle of claim 12, wherein the traction motor includes a first and a second traction motor, and wherein the controller is configured for multiplying the calculated error value for the first traction motor by a gain value of the second traction motor before determining the required damping torque.

14. The vehicle of claim 13, further comprising an engine, an axle, drive wheels, and a clutch of the transmission, wherein the controller is configured for:

receiving a set of desired targets, including at least one of;

actual engine torque of the engine, desired axle torque of the axle, wheel speeds of the drive wheels, desired input speed of the transmission, and desired clutch speed of the clutch;

calculating a desired operating state for each of the traction motors; and

outputting, via the controller, a set of reference signals for the desired operating state.

15. The vehicle of claim 14, further comprising an input clutch between the engine and the transmission, wherein the reference signals include a calibrated reference value for a damper torque from the input clutch.

16. The vehicle of claim 9, wherein the controller is configured for:

calculating a speed control torque signal for each of the motors using a motor speed torque (MST) control block;

calculating a motor damping torque signal for each of the motors using a motor damping torque (MDT) control block; and

combining the speed control torque signal and the motor damping torque signal to generate a total motor control torque for each of the motors.

17. The vehicle of claim 16, wherein the controller is configured for:

processing the total motor control torque for the motor through a vehicle driveline model to thereby generate an estimated damper torque for an input clutch of the vehicle, an estimated axle torque for an axle of the vehicle, and an estimated wheel speed for the wheels of the vehicle; and

feeding the estimated damper torque, the estimated axle torque, and the estimated wheel speed back to the MDT control block as inputs to the MDT control block.

18. A method for minimizing driveline disturbances in a vehicle having a controller and a transmission powered by a first and a second traction motor, the method comprising:

detecting a change in gear states of the transmission; and

automatically combining a damping control torque with a motor speed control torque in a closed loop, via the controller, for each of the first and the second traction motor, to prevent a perceptible discontinuity in an applied motor torque from the first and the second traction motor during the change in gear state;

wherein automatically combining a damping control torque includes calculating an error value in the rotational speed of the at least one traction motor, and then using the calculated error value to determine a required damping torque for providing the damping control torque.