STEADY STATE CONTROL OF MODEL PREDICTIVE CONTROL BASED POWERTRAIN WITH CONTINUOUSLY VARIABLE TRANSMISSION

• US 20200130692A1
• Filed: 10/30/2018
• Published: 04/30/2020
• Est. Priority Date: 10/30/2018
• Status: Abandoned Application

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Livshiz, Michael, Pattipati, Bharath, Sarzynski, Michael T., Cousin, Jean-Christian
• Application Number:
  US16/174,670
• Publication Number:
  US 20200130692A1
• Time in Patent Office: Days
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2510/1005 Transmission ratio engaged
• CPC Class Codes: B60W 2520/30 Wheel torque
• CPC Class Codes: B60W 2720/30 Wheel torque
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power

Abstract

A method for controlling a propulsion system of a motor vehicle includes: optimizing both torque control and fuel economy during transient operating conditions; performing a steady state control enable function to identify when steady state operating conditions are present including: determining a commanded axle torque; obtaining a measured actual axle torque; and identifying when the commanded axle torque is substantially equal to the measured actual axle torque and outputting a signal; and further includes: directing the signal output from the control enable function to each of an integral action calculator and a Ym filter; performing an integral action calculation to identify an axle torque integral action; and setting a steady state flag when steady state operating conditions are present which fixes system variables directed to optimizing torque control, temporarily ceasing further optimization of torque control when the steady state flag is set.

Claims

1. A method for controlling a propulsion system of a motor vehicle, the method comprising:

performing a steady state control enable function to identify when steady state operating conditions are present including;

determining a commanded axle torque;

obtaining a measured actual axle torque; and

identifying when the commanded axle torque is substantially equal to the measured actual axle torque and outputting a signal defining steady state operating conditions are present; and

optimizing fuel economy by constraining program variables for the commanded axle torque to closely follow a reference axle torque when the commanded actual axle torque minus the reference axle torque is less than a calibrated value.

2. The method for controlling a propulsion system of a motor vehicle of claim 1, further including:

directing the signal output from the control enable function to each of an integral action calculator and a Ym filter; and

performing an integral action calculation to identify an axle torque integral action.

3. The method for controlling a propulsion system of a motor vehicle of claim 2, wherein performing the integral action includes:

calculating an absolute value of a difference obtained by subtracting the measured actual axle torque from the commanded axle torque;

filtering the absolute value to minimize signal deviations;

performing a hysteresis evaluation of the filtered absolute value; and

comparing an output from the hysteresis evaluation to a predetermined calibration limit range saved in a memory to determine if the commanded axle torque is within a calibration limit range.

4. The method for controlling a propulsion system of a motor vehicle of claim 3, further including initiating a delay timer if the commanded axle torque is within the predetermined calibrated limit range.

5. The method for controlling a propulsion system of a motor vehicle of claim 2, wherein the integral action calculator performs the following steps:

subtracting an axle torque reference value from the commanded axle torque to compute an error value;

multiplying the error value together with a sampling time value to obtain a product; and

adding the product to a previous value of the integral action to obtain a sum.

6. The method for controlling a propulsion system of a motor vehicle of claim 5, further including passing the sum through a limiter to identify each of an axle torque maximum limit and an axle torque minimum limit.

7. The method for controlling a propulsion system of a motor vehicle of claim 6, further including entering the axle torque maximum limit and the axle torque minimum limit into an integral action enable switch to generate an axle torque integral action command.

8. The method for controlling a propulsion system of a motor vehicle of claim 2, further including applying an output of the Ym filter to modify tracked values including a measured fuel consumption rate, an axle torque measured, a measured transmission ratio and a measured engine output torque.

9. The method for controlling a propulsion system of a motor vehicle of claim 1, further including the steps of:

subtracting the measured actual axle torque from the commanded axle torque to determine an absolute error;

passing an absolute error signal through a low-pass filter to filter predetermined deviations from the signal;

determining if the absolute error signal is less than a predetermined first calibration value;

determining if the commanded axle torque signal is greater than a predetermined second calibration value; and

initiating a delay timer if both the absolute error signal is less than the predetermined first calibration value and if the commanded axle torque signal is greater than the predetermined second calibration value.

10. The method for controlling a propulsion system of a motor vehicle of claim 9, further including:

determining if the delay timer has operated for a time period greater than a predetermined third calibration value; and

setting a steady state flag if the delay timer has operated for the time period greater than the predetermined third calibration value.

11. A method for controlling a propulsion system of a motor vehicle, the method comprising:

performing a control enable function including;

determining a commanded axle torque;

obtaining a measured actual axle torque;

calculating an absolute value of a difference obtained by subtracting the measured actual axle torque from the commanded axle torque;

filtering the absolute value to minimize signal deviations;

performing a hysteresis evaluation of the filtered absolute value;

comparing an output from the hysteresis evaluation to a predetermined calibration limit range saved in a memory to determine if the commanded axle torque is within a calibration limit range; and

initiating a delay timer if the commanded axle torque is within the predetermined calibrated limit range;

directing a signal output from the control enable function to each of an integral action calculator and a Ym filter; and

outputting an integral action range enable command after a predetermined time period.

12. The method for controlling a propulsion system of a motor vehicle of claim 11, further including performing the control enable function using the following set of equations:

T_ae(k)=|T_ar(k)−

T_a(k)|; and

T_ae(k)=T_ae(k−

1)+α

{T_ae(k)−

T_ae(k−

1)}

where;

T_ar=Driver axle torque request;

T_a=Actual axle torque;

T_ae=Axle torque absolute error;

α

=Low-pass filter coefficient; and

k=Discrete-time step.

13. The method for controlling a propulsion system of a motor vehicle of claim 12, further including performing the control enable function using the following additional set of equations:

IF;

{T_ae(k)<

=LSP&

&

T_ar(k)>

=A_u&

&

DT(k)>

=t_d}→

I_E(k)=1;

ELSEIF;

{T_ae(k)>

=RSP∥

T_ar(k)<

=A_l}→

I_E(k)=0; and

ELSE;

I_E(k)=I_E(k−

1)

where;

T_ar=Driver axle torque request;

T_ae=Axle torque absolute error;

RSP=Right-shift point;

LSP=Left-shift point;

A_u=Axle torque upper limit;

A_l=Axle torque lower limit;

I_E=Integral action enable;

k=Discrete-time step; and

DT=turn-on delay timer.

14. The method for controlling a propulsion system of a motor vehicle of claim 11, wherein the integral action calculator performs an integral action using the following set of equations:

T_e(k)=T_ar(k)−

T_a(k);

T_ia(k)=T_e(k)×

Δ

k+T_ia(k−

1); and

T_iamin<

=T_ia(k)<

=T_iamax

where;

T_ar=Driver axle torque request;

T_a=Actual axle torque;

T_e=Axle torque error;

k=Discrete-time step;

Δ

k=Sample time;

T_ia=Axle torque integral action;

T_iamin-Integral action minimum

T_iamax=Integral action maximum.

15. The method for controlling a propulsion system of a motor vehicle of claim 14, wherein the integral action calculator performs the integral action using the following additional set of equations:

IF;

{I_E(k)=0∥

C_t}→

T_iaf(k)=0; and

ELSE;

T_iaf(k)=T_ia(k)

where;

I_E=Integral action enable;

k=Discrete-time step;

T_ia=Axle torque integral action;

T_iaf=Integral action final; and

C_t=Controller transitions.

16. The method for controlling a propulsion system of a motor vehicle of claim 11, further including identifying when the commanded axle torque is substantially equal to the measured actual axle torque defining a steady state operating condition.

17. The method for controlling a propulsion system of a motor vehicle of claim 16, further including setting a steady state flag which fixes system variables directed to torque control changes, thereby ceasing further optimization of torque control allowing fuel economy to be maximized.

18. A system for controlling a propulsion system of a motor vehicle, comprising:

a steady state control enable function identifying when steady state operating conditions are present using each of a commanded axle torque and a measured actual axle torque;

a signal output when the commanded axle torque is substantially equal to the measured actual axle torque;

an integral action calculator and a Ym filter receiving the signal output from the control enable function;

an integral action calculation identifying an axle torque integral action; and

a steady state flag set when steady state operating conditions are present which fixes system variables directed to optimizing torque control, temporarily ceasing further optimization of torque control when the steady state flag is set.

19. The system for controlling a propulsion system of a motor vehicle of claim 18, further including a delay timer initiated if the commanded axle torque is within a predetermined calibrated limit range.

20. The system for controlling a propulsion system of a motor vehicle of claim 19, wherein the steady state flag is also set if the delay timer has operated for a time period greater than a predetermined calibration value.