SE2150260A1 - Control device and method for controlling synchronization of an electrical machine - Google Patents

Control device and method for controlling synchronization of an electrical machine

Info

Publication number
SE2150260A1
SE2150260A1 SE2150260A SE2150260A SE2150260A1 SE 2150260 A1 SE2150260 A1 SE 2150260A1 SE 2150260 A SE2150260 A SE 2150260A SE 2150260 A SE2150260 A SE 2150260A SE 2150260 A1 SE2150260 A1 SE 2150260A1
Authority
SE
Sweden
Prior art keywords
electrical machine
synchronization
synchronization control
control mode
speed
Prior art date
Application number
SE2150260A
Other versions
SE544989C2 (en
Inventor
Linus Eriksson
Petter Tomner
Sebastian Max
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE2150260A priority Critical patent/SE544989C2/en
Priority to DE102022102673.6A priority patent/DE102022102673A1/en
Publication of SE2150260A1 publication Critical patent/SE2150260A1/en
Publication of SE544989C2 publication Critical patent/SE544989C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/36—Vehicles designed to transport cargo, e.g. trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/19—Improvement of gear change, e.g. synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft

Abstract

A control device (100) and a method for controlling synchronization of an electrical machine (3) during gearshift in a powertrain (2) are provided. The method comprises a step of, based on target speed of the electrical machine (3), selecting (S110) a synchronization control mode from a plurality of synchronization control modes adapted to perform synchronization by torque control. The method further comprises a step of synchronizing (S120) the electrical machine (3) through torque control in accordance with the selected synchronization control mode.

Description

CONTROL DEVICE AND METHOD FOR CONTROLLING SYNCHRONIZATION OF AN ELECTRICALMACHINE TECHNICAL FIELD The present disclosure relates in general to a method for controlling synchronization of an electricalmachine during a gearshift in a powertrain. The present disclosure further relates in general to acontrol device configured to control synchronization of an electrical machine during a gearshift in a powertrain.
Moreover, the present disclosure relates in general to a computer program and a computer-readable medium, as well as a vehicle.
BACKGROUND A gearshift in a powertrain comprising a stepped gearbox, such as a vehicle powertrain comprising anautomated manual transmission, may be divided into three phases. These three phases comprise afirst phase wherein the current gear is disengaged and the gearbox is put in neutral, a second phasewherein the rotational speeds of the gearbox shafts are synchronized such that the new gear may beengaged, and a third phase of engaging the new gear when the rotational speeds have beensynchronized. Synchronization of the rotational speeds of the gearbox shafts may be performed bysynchronizing the propulsion unit of the powertrain such that a change in rotational speed of the input shaft of the gearbox is provided. ln a conventional vehicle powertrain comprising a combustion engine, synchronization of thepropulsion unit may be made by controlling for example fuel injection to the combustion engineand/or by usage of an engine brake such as an exhaust gas brake. However, in case the propulsionunit constitutes an electrical machine, engine brakes such as an exhaust gas brake, are not available.Therefore, when a reduction of speed of the electrical machine is required during upshift of the gearbox, other braking mechanisms must be used.
An electrical machine may be torque controlled and/or speed controlled by means of an inverter.The inverter allows for rotational speed and torque control of the electrical machine by varying frequency and/or voltage and/or phase of the voltage being fed to the stator winding terminals of the electrical machine. The inverter often uses a DC link voltage from which AC voltages of suitable frequency and amplitude are formed.
Electrical machines in vehicle powertrains are often speed controlled. However, speed control maynot be suitable in all applications. Furthermore, if the speed controller is embedded in software of aninverter supplied by a supplier (in contrast to a manufacturer of the vehicle powertrain), it may notbe possible for the manufacturer of the vehicle powertrain to design the parameters of the speedcontroller to the needs of a specific vehicle powertrain. ln such cases, torque control may be moreappropriate. Another disadvantage of speed control is that, if the electrical motor (as a result of thespeed control) produces any torque when the new gear is to be engaged, this torque will betransmitted via the powertrain to the driving wheels of the vehicle, amplified by the gear ratioprovided by the powertrain. This in turn may be perceived as a jerk by a person onboard the vehicle, and thus cause discomfort.
One challenge when controlling an electrical machine by torque control is the time it takes for theinverter to follow the requested torque. This response capability depends on the speed of theelectrical machine. At lower electric machine speeds, such as below the base speed of the electricalmachine, the inverter operates in a linear control region and the response of the inverter is delayedonly by the CAN transmission. However, at speeds above the base speed of the electrical machine, itoperates in a nonlinear region called field weakening. ln field weakening, the inverter cannot changethe torque infinitely fast in order to avoid unwanted voltage transients on the DC link. This may thusin some cases cause an extended duration of the synchronization or, alternatively, an inaccurate approach of the target speed during the synchronization.
SUMMARY The object of the present invention is to provide an improved synchronization method of an electrical machine during a gearshift in a powertrain.
The object is achieved by the subject-matter of the appended independent claim(s). ln accordance with the present disclosure, a method for controlling synchronization of an electricalmachine during gearshift in a powertrain is provided. The method is performed by a control device.The powertrain comprises the electrical machine and a gearbox. The method comprises a step of, based on target speed of the electrical machine, selecting a synchronization control mode from a plurality of synchronization control modes adapted to perform synchronization by torque control.The method further comprises a step of synchronizing the electrical machine through torque control in accordance with the selected synchronization control mode.
According to the present method, the synchronization is performed by torque control in accordancewith a synchronization control mode selected from a plurality of available synchronization controlmodes. More specifically, during synchronization, torque is requested from an inverter configured tocontrol the electrical machine while the speed of the electrical machine reported from the inverter ismonitored in order to drive the electrical machine to the target speed. This is performed in accordance with control parameters defined by the selected synchronization control mode.
The plurality of synchronization control modes enables an appropriate adaptation of thesynchronization step to the torque response characteristics of the inverter at different electricmachine speeds. Thereby, by selecting a synchronization control mode from the plurality of availablesynchronization control modes based on the target speed of the electrical machine, a faster andmore accurate synchronization of the electrical machine may be achieved. This also has theadvantage of reducing the risk of unintentionally overshooting the target speed duringsynchronization. Furthermore, since the electrical machine is synchronized by torque control, the riskof causing a jerk in the powertrain during engagement of the new gear after synchronization issignificantly reduced. Thus, the present method provides an improved method for synchronization of an electrical machine during gearshift in a powertrain.
The plurality of synchronization control modes may comprise at least three different synchronizationcontrol modes, each synchronization control mode adapted to perform synchronization by torquecontrol. Thereby, synchronization of the electrical machine may be further improved since it enablesan even better adaptation to the torque response characteristics of the inverter at different electric machine speeds.
The step of selecting the synchronization control mode from the plurality of synchronization controlmodes may comprise, if the target speed of the electrical machine is equal to or below a predefinedspeed of the electrical machine, selecting a first synchronization control mode, wherein the firstsynchronization control mode is adapted to perform linear control by request of a predeterminedtorque value or by request of at least two consecutive predetermined torque values. Thereby, a very fast synchronization may be achieved in a linear control region of the electrical machine.
According to one alternative of the method, if the target speed of the electrical machine is equal toor below a predefined speed of the electrical machine, the step of selecting the synchronizationcontrol mode from the plurality of synchronization control modes may further be based on a speederror between the target speed of the electrical machine and a speed of the electrical machinebefore initiation of the synchronization. Thereby, a faster synchronization with lower risk of unintentionally overshooting the target speed may be achieved in some situations.
The step of selecting the synchronization control mode from the plurality of synchronization controlmodes may comprise, if the target speed of the electrical machine is equal to or below a predefinedspeed of the electrical machine and said speed error (i.e. the speed error before initiation ofsynchronization) is below a predetermined threshold value, selecting a second synchronizationcontrol mode, wherein the second synchronization control mode is configured to utilize a Plcontroller requesting torque. Thereby, the risk of unintentionally overshooting the target speed ofthe electrical machine during synchronization may be further reduced while still enabling a fast synchronization step.
The first predetermined threshold value may constitute a preselected percentage of the predefinedspeed of the electrical machine. This facilitates the adaptation of the present method to the specific electrical machine used.
The step of selecting the synchronization control mode from the plurality of synchronization controlmodes may comprise, if the target speed of the electrical machine is above a predefined speed of theelectrical machine, selecting a third synchronization control mode, wherein the third synchronizationcontrol mode is configured to utilize a Pl controller requesting torque. Thereby, a faster and moreaccurate synchronization may be achieved even if the target speed is in the nonlinear control region of the electrical machine.
The step of selecting the synchronization control mode from the plurality of synchronization controlmodes may comprise, if the target speed of the electrical machine is above a predefined speed of theelectrical machine and equal to or below a preselected speed limit, selecting a fourth synchronizationcontrol mode, and, if the target speed of the electrical machine is above the preselected speed limit,selecting a fifth synchronization control mode. Said fourth synchronization control mode and saidfifth synchronization control mode may both be configured to utilize a respective Pl controllerrequesting torque. However, the proportional and integral constant parameters of the fourth synchronization control mode are different from the proportional and integral constant parameters of the fifth synchronization control mode. Thereby, an even faster and more accuratesynchronization may be achieved for those different target speeds in the non|inear control region of the electrical machine.
The present disclosure further provides a computer program comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.
The present disclosure further provides a computer-readable medium comprising instructions which,when executed by a control device, cause the control device to carry out the method as described above.
Furthermore, in accordance with the present disclosure, a control device configured to controlsynchronization of an electrical machine during a gearshift in a powertrain is provided. Saidpowertrain comprises the electrical machine and a gearbox. The control device is configured to,based on target speed of the electrical machine, select a synchronization control mode from aplurality of synchronization control modes adapted to perform synchronization by torque control.The control device is further configured to synchronize the electrical machine through torque control in accordance with the selected synchronization control mode.
The control device provides the same advantages as described above with regard to thecorresponding method for controlling synchronization of an electrical machine during gearshift in a powertrain.
The control device may be configured to, if the target speed of the electrical machine is equal to orbelow a predefined speed of the electrical machine, select a first synchronization control mode,wherein the first synchronization control mode is adapted to perform linear control by request of a predetermined torque value or by request of at least two consecutive predetermined torque values.
The control device may further be configured to select the synchronization mode from the pluralityof synchronization control modes based on speed error between the target speed of the electricalmachine and a speed of the electrical machine before initiation of the synchronization. ln such acase, if the target speed of the electrical machine is equal to or below the predefined speed of theelectrical machine and said speed error is equal to or above a predetermined threshold value, thecontrol device may be configured to select a first synchronization control mode of the plurality of synchronization control modes; and, if the target speed of the electrical machine is equal to or below the predefined speed of the electrical machine and said speed error is below a predeterminedthreshold value, the control device may be configured to select a second synchronization controlmode of the plurality of synchronization control modes. ln such a case, the first synchronizationcontrol mode may be adapted to perform linear control by request of a predetermined torque valueor by request of at least two consecutive predetermined torque values, and the second synchronization control mode may be configured to utilize a Pl controller requesting torque.
The control device may be configured to, if the target speed of the electrical machine is above apredefined speed of the electrical machine, select a third synchronization control mode,wherein the third synchronization control mode is configured to utilize a Pl controller requesting torque.
The control device may be configured to, if the target speed of the electrical machine is above apredefined speed of the electrical machine and equal to or below a preselected speed limit, select afourth synchronization control mode, and, if the target speed of the electrical machine is above thepreselected speed limit, select a fifth synchronization control mode. ln such a case, the fourthsynchronization control mode and the fifth synchronization control mode may both be configured toutilize a respective Pl controller requesting torque. However, the proportional and integral constantparameters of the fourth synchronization control mode may be different from the proportional and integral constant parameters of the fifth synchronization control mode.
The present disclosure further provides a vehicle comprising the control device as described above.The vehicle may comprise a powertrain comprising an electrical machine and a gearbox. The vehiclemay be a land-based heavy vehicle, such as a truck or a bus. Furthermore, the vehicle may be a fully electric vehicle or a hybrid vehicle.
BRIEF DESCRIPTION OF DRAWINGS Fig. 1 schematically illustrates a side view of an example of a vehicle,Fig. 2 schematically illustrates an example of a vehicle powertrain comprising an electricalmachine and a gearbox,Fig. 3 represents a flowchart schematically illustrating the method for controlling synchronization of an electrical machine as described herein, Fig. 4 represents a flowchart schematically illustrating a first exemplifying embodiment ofthe step of selecting the synchronization control mode from a plurality ofsynchronization control modes, Fig. 5 represents a flowchart schematically illustrating a second exemplifying embodiment ofthe step of selecting the synchronization control mode from a plurality ofsynchronization control modes, Fig. 6 schematically illustrates a device that may constitute, comprise or be a part of a control device configured to control synchronization of an electrical machine during a gearshift in a powertrain.
DETAILED DESCRIPTION The invention will be described in more detail below with reference to exemplifying embodimentsand the accompanying drawings. The invention is however not limited to the exemplifyingembodiments discussed and/or shown in the drawings, but may be varied within the scope of theappended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof.
The present disclosure provides a method for controlling synchronization of an electrical machineduring a gearshift in a powertrain. The method has primarily been developed for use in a vehiclepowertrain, but could also be used in other types of powertrains, if desired. The powertraincomprises the electrical machine and a gearbox, connected or at least connectable to the electricalmachine. The gearbox may be a stepped transmission, such as an automated manual transmission(AMT). Furthermore, the gearbox may be an unsynchronized gearbox. The electrical machine may be controlled by an inverter.
The method for controlling synchronization of an electrical machine during a gearshift in apowertrain comprises a step of, based on target speed of the electrical machine, selecting asynchronization control mode from a plurality of synchronization modes. The plurality ofsynchronization modes are each adapted to perform synchronization by torque control. The methodfurther comprises synchronizing the electrical machine through torque control in accordance with the selected synchronization control mode.
The target speed of the electrical machine corresponds to the speed of an output shaft of thegearbox multiplied with the gear ratio of the gear to be engaged, i.e. the new gear to which shift ofthe gearbox is performed. ln other words, the target speed of the electrical machine is the speed thatthe electrical machine should have reached at the end of the synchronization step such that the new gear may be engaged. ln some situations, the selection of synchronization mode from the plurality of synchronizationcontrol modes may, in addition to the target speed of the electrical machine, also be based on thespeed error between the target speed of the electrical machine and a current speed of the electrical machine (i.e. the speed of the electrical machine before initiation of the synchronization).
As mentioned above, the electrical machine is synchronized by torque control in accordance with asynchronization control mode selected from a plurality of synchronization control modes adapted toperform synchronization by torque control. Synchronization by torque control is achieved byrequesting torque from an inverter connected to the electrical machine and monitoring the electricmachine speed reported from the inverter in order to control the electric machine to the target speed.
The plurality of synchronization control modes may for example comprise at least three differentsynchronization control modes, each adapted to perform synchronization by torque control. Eachsynchronization control mode of the plurality of synchronization control modes may be adapted to aspecific range of target speed of the electrical machine. |ncreasing the number of availablesynchronization control modes enables improved possibilities for adaptation to the torque responsecharacteristics of the inverter at different electrical machine speeds. However, a too large number ofsynchronization control modes may make the selection process mode complex any may thus causeincreased complexity to the method for controlling the synchronization of the electrical machine. Asynchronization control mode of the plurality of synchronization control modes may for example beperformed by a P controller, a Pl controller, a PID controller or a linear controller configured torequest constant torque value(s). Other types of controllers, such as nonlinear controllers are alsoplausible. The control parameters in each of the synchronization control modes may be adapted totorque response characteristics of the electrical machine within the speed range of the respective synchronization control mode.
Preferably, the plurality of synchronization control modes comprises at least one synchronizationcontrol mode configured for use in a linear control range of the electrical machine and at least onesynchronization control mode configured for use in a nonlinear control range of the electricalmachine, i.e. in field weakening. Preferably, the plurality of synchronization control modes comprises two different synchronization control modes configured for use in field weakening.
According to one example, the step of selecting the synchronization control mode from the pluralityof synchronization control modes may comprise, if the target speed of the electrical machine is equalto or below a predefined speed of the electrical machine, selecting a first synchronization controlmode. The predefined speed of the electrical machine may be the base speed of the electricalmachine or a speed differing from the base speed by a predetermined offset. The first synchronization control mode may be adapted to perform linear control by request of a predetermined torque value. This is sometimes referred to in the art as requesting a constant torque.
Alternatively, the first synchronization control mode may be adapted to perform linear control byrequest of at least two consecutive predetermined torque values. ln such a case, the first torquevalue of the consecutive predetermined torque values may for example be higher than the secondtorque value requested. Thereby, a lower torque will be requested when the speed of the electricalmachine is approaching the target speed during synchronization. The described first synchronizationcontrol mode has the advantage of a very fast response and thereby a fast synchronization to targetspeed when used in the linear control region. lt may however not be appropriate for use in field weakening.
According to another example, the step of selecting the synchronization control mode from theplurality of synchronization control modes may comprise, if the target speed of the electricalmachine is equal to or below the predetermined speed of the electrical machine (which asmentioned above may be the base speed or a speed differing from the base speed by apredetermined offset) and the speed error before initiation of the synchronization is below apredetermined threshold value, selecting a second synchronization control mode. The firstpredetermined threshold value may for example constitute a percentage of the predefined speed ofthe electrical machine, such as 30%, 25% or 20% of the predefined speed. The secondsynchronization control mode may be configured to utilize a first Pl controller requesting torque. lnsuch a case, if the speed error before initiation of the synchronization is equal to or higher than thepredetermined threshold value, the first synchronization control mode described above may beselected. By selecting the second synchronization control mode described above when the speed error is relatively small, the speed of the electrical machine will approach the target speed more quickly and with high accuracy. Thereby, the risk of unintentionally overshooting the target speed is reduced.
The step of selecting the synchronization control mode from the plurality of synchronization controlmodes may comprise, if the target speed of the electrical machine is above a predefined speed of theelectrical machine, selecting a third synchronization control mode. As mentioned above, thepredefined speed of the electrical machine may be the base speed of the electrical machine oranother speed differing from the base speed by a predetermined offset. The third synchronizationcontrol mode may be configured to utilize a second Pl controller requesting torque. The proportionaland integral constants used in the Pl controller of the third synchronization control (i.e. the second Plcontroller) may be adapted to the torque response characteristics of the electrical machine in thenonlinear control region, i.e. in field weakening. The proportional and integral constants of the thirdsynchronization control mode may be different from the proportional and integral constants of theabove described second synchronization control mode, if such a second synchronization controlmode is available. Using a Pl controller in the nonlinear control region of the electrical machine hasthe advantage of leading to a faster and more accurate synchronization of the electrical machine tothe target speed, compared to a synchronization control mode wherein linear control by request ofpredetermined torque value is performed, without risking unintentionally overshooting the target speed.
Alternatively, there may be two synchronization control modes configured to be used in a nonlinearcontrol region of the electrical machine. ln such a case, the step of selecting the synchronizationcontrol mode from the plurality of synchronization control modes may comprise, if the target speedof the electrical machine is above a predefined speed of the electrical machine and equal to or belowa preselected speed limit, selecting a fourth synchronization control mode, and, if the target speed ofthe electrical machine is above the preselected speed limit, selecting a fifth synchronization controlmode. The fourth synchronization control mode may be configured to utilize a third Pl controllerrequesting torque, and the fifth synchronization control mode may be configured to utilize a fourthPl controller requesting torque. However, the proportional and integral constant parameters of thefourth synchronization control mode are different from the proportional and integral constantparameters of the fifth synchronization control mode. More specifically, the proportional andintegral constant parameters of the third and fourth Pl controllers, respectively, may be adapted tothe range of target speed of the electrical machine within which they are intended to be used.Thereby, an even faster and more accurate synchronization of the electrical machine may be achieved since the control parameters may be more adequately adapted to the torque response 11 Characteristics of the inverter. For example, the proportional constant of the fourth synchronizationcontrol mode may be higher, but the integral constant of the fourth synchronization control modesmaller, compared to the proportional and integral constant parameters of the fifth synchronization control mode. lt should here be noted that if the second synchronization control mode, the fourth synchronizationcontrol mode and the fifth synchronization control mode described above are all availablesynchronization control modes, the proportional and integral constants of the respectivesynchronization control mode may differ from the proportional and integral constants of each of the other synchronization control modes. lt should also be noted that the synchronization control modes utilizing a Pl controller requestingtorque may be configured to alter the proportional and integral constants during the course of thesynchronization, if desired. For example, the proportional and integral constants of a specificsynchronization control mode may be altered in dependence of the change in speed error during thesynchronization. By way of example only, the proportional and integral constants may have arespective first value when the speed error is above a first speed error limit and a second value afterthe first speed error limit has been reached. Such an alteration of the proportional and integralconstants is embedded in the synchronization control mode and is thus independent from the step of selecting the synchronization control mode from the plurality of synchronization control modes.
The performance of the method for controlling synchronization of an electrical machine as describedherein may be governed by programmed instructions. These programmed instructions typically takethe form of a computer program which, when executed in or by a control device, causes the control device to affect desired forms of control action. Such instructions may typically be stored on a computer-readable medium.
The present disclosure further relates to a control device configured to control synchronization of anelectrical machine during gearshift in a powertrain in accordance with the method described above.The control device may be configured to perform any one of the steps of the method for controlling synchronization of an electrical machine as described herein.
More specifically, a control device configured to control synchronization of an electrical machineduring a gearshift in a powertrain is provided. Said powertrain comprises the electrical machine and a gearbox. The control device is configured to, based on target speed of the electrical machine, select 12 a synchronization control mode from a plurality of synchronization control modes adapted toperform synchronization by torque control. The control device is further configured to synchronizethe electrical machine through torque control in accordance with the selected synchronization control mode.
The control device may comprise one or more control units. ln case of the control device comprisinga plurality of control units, each control unit may be configured to control a certain function or acertain function may be divided between more than one control units. The control device may be a control device of the powertrain, but is not limited thereto.
More specifically, the control device may comprise a plurality of controllers configured to requesttorque. Such controllers may be in the form of one or more P controllers, Pl controllers, PIDcontrollers or linear controllers configured to request constant torque value(s). Other types ofcontrollers, such as nonlinear controllers are also plausible. A controller may for example be formed of a control unit, or a control unit may comprise one or more controllers.
The present disclosure further relates to a vehicle comprising a powertrain. The powertraincomprises an electrical machine and a gearbox. The vehicle further comprises the control device asdescribed above. The vehicle may be a land-based heavy vehicle, such as a truck or a bus, but is notlimited thereto. Furthermore, the vehicle may be a fully electrical vehicle or a hybrid vehicle, if desired.
Figure 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1 comprises apowertrain 2. The vehicle powertrain 2 comprises a propulsion unit in the form of an electricalmachine 3, and a gearbox 4 configured to selectively transfer driving torque from the electricalmachine to the driving wheels 7. The gearbox 4 may be connected to the driving wheels 7 of thevehicle 1 via a propeller shaft 6. The electrical machine may be powered by an energy storage device 13.
Figure 2 schematically illustrates an example of a vehicle powertrain 2, such as a vehicle powertrainof the vehicle 1 shown in Figure 1. The vehicle powertrain 2 comprises an electrical machine 3configured to act as the propulsion unit. The electrical machine 3 may further be configured to act asa generator, when desired. An energy storage device (shown in Figure 1) may be connected to theelectrical machine via an inverter 5. The electrical machine 3 may be controlled by an inverter 5. The inverter 5 is configured to generate an AC voltage from a DC link/bus voltage (from the energy 13 storage device) to be supplied to the electrical machine. By controlling the parameters of the ACvoltage, such as amplitude and frequency, the inverter 5 thus controls the electrical machine 3.
Control of the electrical machine may be performed either by speed control or by torque control.
The vehicle powertrain also comprises a gearbox 4 configured to transfer driving torque from theelectrical machine 3 at different gear ratios to the driving wheels 7 via a propeller shaft 6 and a driveshaft 8. The drive shaft 8 is a wheel axle connected to driving wheels 7. The propeller shaft 6 may beconnected to the drive shaft 8 via a conventional final gear and differential 9. The propeller shaft 6,drive shaft 8, final gear and differential 9 are all constituent components of the vehicle powertrain 2, as well as the driving wheels 7.
The gearbox 4 may be an un-synchronized gearbox, which means that it does not comprise anysynchronization devices, such as a synchromesh, for the purpose of synchronizing the rotational speeds in the gearbox such that a new gear may be engaged.
The vehicle powertrain 2 shown in Figure 2 has a central drive configuration. lt should however benoted that the present disclosure is not limited thereto, and the powertrain may have a differentconfiguration such as an electric axle configuration wherein the electrical machine and the gearbox are arranged at the drive shaft 8 without the presence of any propeller shaft.
The gearbox 4 comprises a first transmission shaft 10 to which the electrical machine 3 may beconnected. The first transmission shaft 10 thus functions as an input shaft of the gearbox 4. Thegearbox further comprises a second transmission shaft 20 which may form an output shaft of thegearbox 4. ln other words, the second transmission shaft 20 may be connected to the propeller shaft 6 of the powertrain.
The first transmission shaft 10 may be connectable to the second transmission shaft 20 by means ofa coupling device 12. The coupling device 12 is thus configured to selectively couple the firsttransmission shaft 10 with the second transmission shaft 20. The coupling device may for example bea displaceable coupling sleeve, but is not limited thereto. When the first transmission shaft 10 is, viathe coupling device, coupled to the second transmission shaft 20, the first transmission shaft 10 andthe second transmission shaft 20 are locked for rotation with each other, and will thus have the same rotational speed. 14 The gearbox 4 further comprises a third transmission shaft 30. The third transmission shaft 30 mayfunction as a layshaft. The third transmission shaft 30 may be rotatably connected to the firsttransmission shaft 10 by means of a first gear wheel pair 11. More specifically, the first gear wheelpair 11 may comprise a first gear wheel 11a arranged on the first transmission shaft 10 andconfigured to rotate therewith. The first gear wheel pair 11 further comprises a second gear wheel11b arranged on the third transmission shaft and configured to rotate therewith. The cogs of the firstgear wheel 11a intermesh with corresponding cogs of the second gear wheel 11b. Thus, a rotation ofthe first transmission shaft 10 will cause a rotation of the third transmission shaft 30 with a rotationa|speed proportiona| to the rotationa| speed of the first transmission shaft 10 as given by the gear ratio of the first gear wheel pair 11.
Furthermore, the third transmission shaft 30 is rotatably connectable to the second transmissionshaft 20 by means of a second gear wheel pair 21. The second gear wheel pair 21 comprises a thirdgear wheel 21a connectable to the second transmission shaft 20 and a fourth gear wheel 21barranged on the third transmission shaft 30. The cogs of the third gear wheel 21a intermesh with thecorresponding cogs of the fourth gear wheel 21b. The fourth gear wheel 21b may be fixedly arrangedon the third transmission shaft 30 so as to rotate therewith. However, the third gear wheel 21a maybe arranged on the second transmission shaft 20 such that it may be rotated freely in relation to thesecond transmission shaft 20, but may be selectively coupled for rotation with the secondtransmission shaft 20. For example, the above described coup|ing device 12 may be configured toselectively couple the third gear wheel 21a to the second transmission shaft 20 as shown in thefigure. Alternatively, the gearbox 4 may comprise a second coup|ing device, the second coup|ing device configured to selectively couple the third gear wheel 21a to the second transmission shaft 20.
When the first transmission shaft 10 is directly connected to the second transmission shaft 20, andthe third gear wheel 21a rotate freely in relation to the second transmission shaft 20, driving torquemay transferred from the electrical machine 3 via the first transmission shaft 10 and the secondtransmission shaft 20 and thereafter transmitted to the driving wheels 7 via the propeller shaft 6 andthe drive shaft 8. However, when the first transmission shaft 10 is disconnected/decoupled from thesecond transmission shaft 20, and the third gear wheel 21a is locked for rotation with the secondtransmission shaft 20, driving torque may transferred from the electrical machine 3 via the firsttransmission shaft 10 and third transmission shaft 30 to the second transmission shaft 20. ln thelatter case, driving torque may thus be transmitted from the electrical machine 3, via the gearbox 4,to the propeller shaft 6 at a ratio given by the first gear wheel pair 11 and the second gear wheel pair 21. The gearbox 4 according to the first exemplifying em bodiment is thus a so called 2-speed transmission unit. When the first transmission shaft 10 is disconnected/decoupled from the secondtransmission shaft 20, and the third gear wheel 21a is not locked for rotation with the second transmission shaft 20, the gearbox is in neutral. lt should however be noted that the gearbox 4 is not limited to the one shown in Figure 2 but maycomprise further transmission shafts and gear wheel pairs, if desired. Thereby, for example a 3-speed transmission unit may be provided.
One or more of the constituent components of the powertrain 2 may be controlled by a controldevice 100 configured therefore. The control device may be a part of the powertrain 2. The controldevice 100 may be configured to perform the method for controlling synchronization of an electrical machine during gearshift in a powertrain as described herein.
Figure 3 represents a flowchart schematically the method for controlling synchronization of anelectrical machine in accordance with the present disclosure. The method comprises a first step S110of selecting a synchronization control mode from a plurality of synchronization control modesadapted to perform synchronization by torque control. The selection of the synchronization controlmode is performed based on target speed of the electrical machine. lf desired, also the speed errorbetween the target speed of the electrical machine and the speed of the electrical machine beforeinitiation of the synchronization may be taken into account when selecting the synchronizationcontrol mode to be used. The method further comprises a second step S120 of synchronizing theelectrical machine through torque control in accordance with the synchronization control mode selected in step S110.
Figure 4 illustrates a first exemplifying em bodiment of the selection step S110 of the method shownin Figure 3. According to this first exemplifying em bodiment, the plurality of synchronization controlmodes comprises at least two different synchronization control modes as will be evident from the disclosu re below.
According to the first exemplifying em bodiment, the method comprises a first su b-step S111 ofdetermining whether the target speed of the electrical machine is equal to or below a predefinedspeed of the electrical machine. The predefined speed of the electrical machine may for example bethe base speed of the electrical machine or another predefined speed which differs from the base speed by a predefined offset. 16 lf it is determined in step S111 that the target speed of the electrical machine is equal to or below apredefined speed of the electrical machine, the method may proceed to a second sub-step S112 ofdetermining whether the speed error between the target speed of the electrical machine and thecurrent speed of the electrical machine (i.e. the speed before initiation of the synchronization) isequal to or higher than a predetermined threshold value. lf the speed error is equal to or higher thanthe predetermined threshold value, the method proceeds to a third sub-step S113 wherein the firstsynchronization control mode is selected from the plurality of synchronization control modes. Thefirst synchronization control mode may for example be adapted to perform linear control by requestof a predetermined torque value or by request of at least two consecutive predetermined torque values. Such a predetermined torque value may in the art often be referred to as a "constant torque' or "constant torque value”.
However, if it is determined in step S112 that said speed error is below the predetermined thresholdvalue, the method may proceed to a fourth sub-step comprising selecting a second synchronizationcontrol mode from the plurality of synchronization control modes. ln contrast to the firstsynchronization control mode, the second synchronization control mode may for example beconfigured to utilize a first Pl controller requesting torque. Such a second synchronization controlmode may for example further reduce the risk of unintentionally overshooting the target speed when synchronizing the electrical machine.
However, if it is determined in step S111 that the target speed of the electrical machine is above thepredefined speed of the electrical machine, the method proceeds to a fifth sub-step S115 comprisingselecting a third synchronization control mode from the plurality of synchronization control modes.The third synchronization control mode may be configured to utilize a second Pl controllerrequesting torque. lt should here be noted that the proportional (P) and integral (I) constantparameters of the third synchronization control mode are different from the proportional (P) and integral (I) constant parameters of the second synchronization control mode. lt should here be noted that selecting synchronization control mode not only based on target speedof the electrical machine but also based on the speed error is optional. ln other words, step S112 isoptional and is therefore illustrated by dashed lines. Likewise, the second synchronization control mode may in such a case not be present. Therefore, step S114 is also shown with dashed lines.
Figure 5 illustrates a second exemplifying embodiment of the selection step S110 of the method shown in Figure 3. According to this second exemplifying embodiment, the plurality of 17 synchronization control modes comprises at least three different synchronization control modes as will be evident from the disclosure below.
The second exemplifying em bodiment of the selection step S110 corresponds to the firstexemplifying embodiment illustrated in Figure 4 with the exception that, if it is determined in stepS111 that the target speed of the electrical machine is above the predefined speed of the electricalmachine, the method proceeds to a sixth sub-step S116. The sixth sub-step S116 comprisesdetermining whether the target speed of the electrical machine is equal to or below a preselectedspeed limit. lf the target speed of the electrical machine is equal to or below the preselected speedlimit, the method proceeds to a seventh su b-step S117 which comprises selecting a fourthsynchronization control mode from the plurality of synchronization control modes. However, if thetarget speed of the electrical machine is above the preselected speed limit, the method proceeds toan eighth sub-step S118 comprising selecting a fifth synchronization control mode from the plurality of synchronization control modes.
Each of the fourth and the fifth synchronization control modes may be configured to utilize arespective Pl controller requesting torque. However, the proportional and integral constantparameters of the fourth synchronization control mode are different from the proportional andintegral constant parameters of the fifth synchronization control mode. By way of example, theproportional constant of the fourth synchronization control mode may be higher, but the integralconstant of the fourth synchronization control mode smaller, compared to the proportional and integral constant parameters of the fifth synchronization control mode.
Figure 6 schematically illustrates an exemplifying embodiment of a device 500. The control device100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device 500.
The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/writememory 550. The non-volatile memory 520 has a first memory element 530 in which a computerprogram, e.g. an operating system, is stored for controlling the function of the device 500. The device500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, atime and date input and transfer unit, an event counter and an interruption controller (not depicted).
The non-volatile memory 520 has also a second memory element 540. 18 There is provided a computer program P that comprises instructions for controlling synchronizationof an electrical machine during a gearshift is a powertrain. The computer program comprisesinstructions for, based on a target speed of the electrical machine, selecting a synchronizationcontrol mode from a plurality of synchronization control modes adapted to perform synchronizationby torque control. The computer program further comprises instructions for synchronizing theelectrical machine through torque control in accordance with the selected synchronization control mode.
The program P may be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550.
The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read/write memory 550.
The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus512. The separate memory 560 is intended to communicate with the data processing unit 510 via adata bus 511. The read/write memory 550 is adapted to communicate with the data processing unit510 via a data bus 514. The communication between the constituent components may beimplemented by a communication link. A communication link may be a physical connection such asan optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
When data are received on the data port 599, they may be stored temporarily in the second memoryelement 540. When input data received have been temporarily stored, the data processing unit 510 is prepared to effect code execution as described above.
Parts of the methods herein described may be effected by the device 500 by means of the dataprocessing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims (1)

1. A method, performed by a control device (100), for controlling synchronization of anelectrical machine (3) during a gearshift in a powertrain (2),said powertrain (2) comprising the electrical machine (3) and a gearbox (4),the method comprising the following steps: based on target speed of the electrical machine, selecting (S110) a synchronizationcontrol mode from a plurality of synchronization control modes adapted to performsynchronization by torque control; and synchronizing (S120) the electrical machine (3) through torque control in accordance with the selected synchronization control mode. The method according to claim 1, wherein the plurality of synchronization control modescomprises at least three different synchronization control modes, each synchronization control mode adapted to perform synchronization by torque control. The method according to any one of the claims 1 or 2, wherein the step of selecting (S110)the synchronization control mode from the plurality of synchronization control modescomprises: if the target speed of the electrical machine (3) is equal to or below a predefinedspeed of the electrical machine (3), selecting (S113) a first synchronization control mode, wherein the first synchronization control mode is adapted to perform linear control byrequest of a predetermined torque value or by request of at least two consecutive predetermined torque values. The method according to any one of claims 1 or 2, wherein, if the target speed of theelectrical machine (3) is equal to or below a predefined speed of the electrical machine (3),the step of selecting (S110) the synchronization control mode from the plurality ofsynchronization control modes is further based on a speed error between the target speed ofthe electrical machine (3) and a speed of the electrical machine (3) before initiation of the synchronization. The method according to claim 4, wherein the step of selecting (S110) the synchronization control mode from the plurality of synchronization control modes comprises: if the target speed of the electrical machine is equal to or below a predefined speed ofthe electrical machine and the speed error is below a predetermined threshold value,selecting (S114) a second synchronization control mode, wherein the second synchronization control mode is configured to utilize a Pl controller requesting torque. The method according to claim 5, wherein the first predetermined threshold value constitutes a preselected percentage of the predefined speed of the electrical machine (3). The method according to any one of the preceding claims, wherein the step of selecting(S110) the synchronization control mode from the plurality of synchronization control modescomprises: if the target speed of the electrical machine (3) is above a predefined speed of theelectrical machine (3), selecting (S115) a third synchronization control mode, wherein the third synchronization control mode is configured to utilize a Pl controller requesting torque. The method according to any one of claims 1 to 6, wherein the step of selecting (S110) thesynchronization control mode from the plurality of synchronization control modescomprises: if the target speed of the electrical machine (3) is above a predefined speed of theelectrical machine (3) and equal to or below a preselected speed limit, selecting (S117) afourth synchronization control mode, if the target speed of the electrical machine (3) is above the preselected speed limit,selecting (S118) a fifth synchronization control mode, wherein the fourth synchronization control mode and the fifth synchronization controlmode are each configured to utilize a Pl controller requesting torque, and wherein the proportional and integral constant parameters of the fourthsynchronization control mode are different from the proportional and integral constant parameters of the fifth synchronization control mode. A computer program comprising instructions which, when executed by a control device(100), cause the control device (100) to carry out the method according to any one of the preceding claims.A computer-readable medium comprising instructions which, when executed by a controldevice (100), cause the control device (100) to carry out the method according to any one of claims 1 toA control device (100) configured to control synchronization of an electrical machine (3)during a gearshift in a powertrain (2),said powertrain (2) comprising the electrical machine (3) and a gearbox (4),the control device (100) configured to: based on target speed of the electrical machine (3), select a synchronization controlmode from a plurality of synchronization control modes adapted to perform synchronizationby torque control, and synchronize the electrical machine (3) through torque control in accordance with the selected synchronization control mode. The control device (100) according to claim 11, wherein the control device (100) is configuredto: if the target speed of the electrical machine (3) is equal to or below a predefinedspeed of the electrical machine (3), select a first synchronization control mode, wherein the first synchronization control mode is adapted to perform linear control byrequest of a predetermined torque value or by request of at least two consecutive predetermined torque values. The control device (100) according to claim 11, further configured to select thesynchronization mode from the plurality of synchronization control modes based on speederror between the target speed of the electrical machine (3) and a speed of the electricalmachine (3) before initiation of the synchronization, and wherein if the target speed of the electrical machine (3) is equal to or below the predefinedspeed of the electrical machine (3) and said speed error is equal to or above a predeterminedthreshold value, the control device (100) is configured to select a first synchronizationcontrol mode of the plurality of synchronization control modes; and if the target speed of the electrical machine (3) is equal to or below the predefinedspeed of the electrical machine (3) and said speed error is below a predetermined thresholdvalue, the control device (100) is configured to select a second synchronization control mode of the plurality of synchronization control modes;wherein the first synchronization control mode is adapted to perform linear control byrequest of a predetermined torque value or by request of at least two consecutivepredetermined torque value, and the second synchronization control mode is configured to utilize a Pl controller requesting torque. 14. The control device (100) according to any one of claims 11 to 13, wherein the control device (100) is configured to: if the target speed of the electrical machine (3) is above a predefined speed of theelectrical machine (3), select a third synchronization control mode, wherein the third synchronization control mode is configured to utilize a Pl controller requesting torque. 15. The control device (100) according to any one of claims 11 to 13, wherein the control device is configured to: if the target speed of the electrical machine (3) is above a predefined speed of theelectrical machine and equal to or below a preselected speed limit, select a fourthsynchronization control mode, and if the target speed of the electrical machine (3) is above the preselected speed limit,select a fifth synchronization control mode, wherein the fourth synchronization control mode and the fifth synchronization controlmode each are configured to utilize a Pl controller requesting torque, and wherein the proportional and integral constant parameters of the fourthsynchronization control mode is different from the proportional and integral constant parameters of the fifth synchronization control mode. 16. A vehicle (1) comprising the control device (100) according to any one of claims 11 to 15.
SE2150260A 2021-03-08 2021-03-08 Control device, computer program, computer readable medium, vehicle comprising the control device and method for controlling synchronization of an electrical machine SE544989C2 (en)

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SE2150260A SE544989C2 (en) 2021-03-08 2021-03-08 Control device, computer program, computer readable medium, vehicle comprising the control device and method for controlling synchronization of an electrical machine
DE102022102673.6A DE102022102673A1 (en) 2021-03-08 2022-02-04 CONTROL DEVICE AND METHOD FOR CONTROLLING THE SYNCHRONIZATION OF AN ELECTRICAL MACHINE

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Citations (3)

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US20170183014A1 (en) * 2015-12-23 2017-06-29 Volvo Car Corporation Control of electric motor
US20200011413A1 (en) * 2018-07-04 2020-01-09 Honda Motor Co.,Ltd. Control device for vehicle
US20200238973A1 (en) * 2017-10-20 2020-07-30 Ningbo Geely Automobile Research & Development Co., Ltd. Method for synchronisation of a first transmission component

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170183014A1 (en) * 2015-12-23 2017-06-29 Volvo Car Corporation Control of electric motor
US20200238973A1 (en) * 2017-10-20 2020-07-30 Ningbo Geely Automobile Research & Development Co., Ltd. Method for synchronisation of a first transmission component
US20200011413A1 (en) * 2018-07-04 2020-01-09 Honda Motor Co.,Ltd. Control device for vehicle

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