SE543705C2 - Method and system for avoiding disadvantageous operating points of an electrical machine comprised in a vehicle powertrain - Google Patents

Method and system for avoiding disadvantageous operating points of an electrical machine comprised in a vehicle powertrain

Info

Publication number
SE543705C2
SE543705C2 SE1951124A SE1951124A SE543705C2 SE 543705 C2 SE543705 C2 SE 543705C2 SE 1951124 A SE1951124 A SE 1951124A SE 1951124 A SE1951124 A SE 1951124A SE 543705 C2 SE543705 C2 SE 543705C2
Authority
SE
Sweden
Prior art keywords
angular velocity
electrical machine
gearbox
gear
powertrain
Prior art date
Application number
SE1951124A
Other languages
Swedish (sv)
Other versions
SE1951124A1 (en
Inventor
Fredrik Sundén
Johan Lindström
Mathias Björkman
Mikael Bergquist
Niklas Pettersson
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 SE1951124A priority Critical patent/SE543705C2/en
Priority to DE102020005575.3A priority patent/DE102020005575A1/en
Priority to BR102020018844-5A priority patent/BR102020018844A2/en
Publication of SE1951124A1 publication Critical patent/SE1951124A1/en
Publication of SE543705C2 publication Critical patent/SE543705C2/en

Links

Classifications

    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y10S903/911—Orbital, e.g. planetary gears with two or more gear sets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Retarders (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A method (400) for controlling a powertrain (3) of a vehicle (1) to avoid near zero revolutions per minute, RPM, of an electrical machine performed by a control unit (100), adapted to be comprised in the vehicle (1), the powertrain (3) comprising a plurality of propulsion units, the plurality of propulsion units at least comprising a first electrical machine (14) and a second electrical machine (16), the powertrain (3) further comprising a gearbox (2), which gearbox (2) further comprises a first planetary gear (10) connected to the input shaft (8), the rotor (24) of the first electrical machine (14) and a first main shaft (34); a second planetary gear (12) connected to a first planetary gear (10), a rotor (30) of the second electrical machine (16) and a second main shaft 36; wherein each of the planetary gears (10, 12) are provided with a ring gear having a first number of teeth (NR) and a sun gear having a second number of teeth (NS), the method (400) comprising obtaining (410) a first angular velocity value (ωIPS) indicative of angular velocity of an input shaft (8) of the gearbox (2) comprised in the powertrain (3), obtaining (420) a second angular velocity value (ωEM2) indicative of angular velocity of the rotor (30) of the second electrical machine (16), obtaining (430) a requested torque value, controlling (440) the gearbox (2) using the first angular velocity value (ωIPS), the second angular velocity value (ωEM2), the requested torque value and a set of predetermined conditions, wherein the set of predetermined conditions are dependent of an angular velocity (ωIN2) of the second main shaft (36), a first number of teeth of the respective ring gear (NR) and a number of teeth of the respective sun gear (NS)

Description

METHOD AND SYSTEM FOR AVOIDING DISADVANTAGEOUS OPERATINGPOINTS OF AN ELECTRICAL MACHINE COMPRISED IN A VEHICLEPOWERTRAIN TECHNICAL FIELD The present disclosure relates in general to a method for controlling a vehicle powertrain of avehicle. ln particular for controlling a vehicle powertrain configured to perform gear changeswithout interruption in propulsion torque, and simultaneously avoid disadvantageous operatingpoints of an electrical machine comprised in the powertrain. The present disclosure also relatesto a control unit performing the method. The invention further relates to a vehicle comprising the control unit.
BACKGROUND Hybrid vehicles typically comprise a powertrain having a primary engine, which may be acombustion engine, and at least one secondary engine, which may be one or more electricalmachines, in order to drive the vehicle. The electrical machines are equipped with at least oneenergy storage device for storage of electric power, such as an electro-chemical energystorage device or battery. The electrical machines are further equipped with control equipmentto control the flow of electric power between the energy storage device and the electricalmachine, e.g. a controllable power inverter, or inverter. The electrical machine may thusalternately operate as a motor and as a generator, depending on the vehicle's operating mode.When the vehicle is performing a braking operation, the electrical machine may generateelectric power, which is stored in the energy storage device. This is usually referred to asregenerative braking, which entails that the vehicle is decelerated with the help of the electricalmachine and the combustion engine. The stored electric power may be stored in the energy storage device and used later for operation of the vehicle.
A gearbox in an electric or a hybrid vehicle may typically comprise a planetary gear. A planetarygear usually comprises three components, which are rotatably arranged in relation to eachother. The components include at least a housing, a sun gear, a planet wheel carrier and aring gear. With knowledge about the number of cogs or teeth in the sun gear and the ring gearrespectively, the mutual speeds of the three components may be determined or calculated during operation. One of the components of the planetary gear may e.g. be connected with the combustion engine. This component of the planetary gear thus rotates with a rotational speedor angular velocity corresponding to the rotational speed of the combustion engine. A secondcomponent in the planetary gear may be connected with a input shaft of a transmission devicearranged after the planetary gear. This component of the planetary gear thus rotates with thesame rotational speed as the input shaft of the transmission device. A third component in theplanetary gear may be connected with a rotor of an electrical machine. This component in theplanetary gear thus rotates with the same rotational speed as the rotor of the electricalmachine, if they are directly connected with each other. Alternatively, the electrical machinemay be connected with the third component of the planetary gear via a transmission that hasa gearing. ln this case, the electrical machine and the third component in the planetary gear may rotate with different rotational speeds.
Depending on the design of the transmission device connected to the planetary gear, a torqueinterruption between the gear steps may be avoided. Often, however, separate and complexdevices are required in the transmission device, in order to eliminate or reduce the torqueinterruption, so that a user's perception of stepless or continuous gear shifts is obtained or achieved.
Gearboxes comprising t\No planetary gears arranged after one another are previously known.For example, US 2016/0053864 A1 discloses a gearbox comprising a first epicyclic gear (alsoknown as a planetary gear) connected to an input shaft of the gearbox, and a second epicyclicgear connected to the first epicyclic gear. The gearbox further comprises a first main shaftconnected to the first epicyclic gear and a second main shaft connected to the second epicyclicgear. Moreover, a first electrical machine is connected to the first epicyclic gear, and a secondelectrical machine is connected to the second epicyclic gear. A first coupling unit disengaginglyconnects two rotatable components of the first epicyclic gear, and a second coupling unitdisengagingly connects two rotatable components of the second epicyclic gear, such that atleast one of the rate of revolution and the torque at the first and the second main shafts canbe influenced by controlling at least one of the first and the second coupling units to a condition of the rotatable components that is engaged or disengaged.
During a gear change in a gearbox comprising t\No planetary gears with associated electricalmachines, the electrical machines may be controlled to actuate the propulsion torque,requested by a driver or cruise control, and an appropriate current to the energy storage at thesame time as the combustion engine is controlled based on the output torque so as to achieve a rate of change of rotational speed of input shaft of the gearbox.
This conventional control of the powertrain in general Works very Well. However, during certainoperational conditions, in particular during creep driving, an electrical machine in the drivetrainmay be controlled to an operating point including close to zero RPM combined with a hightorque output, which may strain the control equipment, e.g. the inverter, and lead to high losses in the electric machine.
Thus there is a need for an improved method, control unit and vehicle improving control of the drivetrain, when such operating points occur.
OBJECTS OF THE INVENTION An objective of embodiments of the present invention is to provide a solution Which mitigates or solves the drawbacks described above.
SUMMARY OF THE INVENTION The above and further objectives are achieved by the subject matter described herein. Further advantageous implementation forms of the invention are described herein.
According to a first aspect of the invention the objectives are achieved by a method forcontrolling a powertrain of a vehicle to avoid near zero revolutions per minute, RPM, of anelectrical machine performed by a control unit, adapted to be comprised in the vehicle, thepowertrain comprising a plurality of propulsion units, the plurality of propulsion units at leastcomprising a first electrical machine and a second electrical machine, the powertrain furthercomprising a gearbox, which gearbox further comprises a first planetary gear connected to theinput shaft, the rotor of the first electrical machine and a first main shaft; a second planetarygear connected to a first planetary gear, a rotor of the second electrical machine and a secondmain shaft; wherein each of the planetary gears are provided with a ring gear having a firstnumber of teeth and a sun gear having a second number of teeth, the method comprisingobtaining a first angular velocity value indicative of angular velocity of an input shaft of thegearbox comprised in the powertrain, obtaining a second angular velocity value indicative ofangular velocity of the rotor of the second electrical machine, obtaining a requested torquevalue, controlling the gearbox using the first angular velocity value, the second angular velocityvalue, the requested torque value and a set of predetermined conditions, wherein the set ofpredetermined conditions are dependent of an angular velocity of the second main shaft, a first number of teeth of the respective ring gear and a number of teeth of the respective sun gear.
The advantages of the first aspect include to reducing the strain on the components, typicallycontrol circuitry such as inverters, of the gearbox, by avoiding near zero RPM for the first or second electrical machine.
According to a second aspect of the invention the objectives are achieved by a control unitadapted to be comprised in a vehicle and configured to perform the method according to the first aspect.
According to a third aspect of the invention the objectives are achieved by a vehicle comprisinga control unit according to the second aspect, a powertrain, the powertrain comprising aplurality of propulsion units, the plurality of propulsion units at least comprising a first electrical machine and a second electrical machine.The advantages of the second and third aspects are at least the same as for the first aspect.
The scope of the invention is defined by the claims, which are incorporated into this section byreference. A more complete understanding of embodiments of the invention will be afforded tothose skilled in the art, as well as a realization of additional advantages thereof, by aconsideration of the following detailed description of one or more embodiments. Reference will be made to the appended sheets of drawings that will first be described briefly BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 schematically illustrates a side view of an example of a vehicle.
Fig. 2 schematically illustrates a first exemplifying embodiment of the powertrain according to one or more embodiments of the present disclosure.
Fig. 3 shows details of a control unit according to one or more embodiments of the present invention.
Fig. 4 shows a flowchart of a method according to one or more embodiments of the present disclosure.
Fig 5 shows an example of controlling the powertrain according one or more embodiments of the present disclosure.
A more complete understanding of embodiments of the invention will be afforded to thoseskilled in the art, as well as a realization of additional advantages thereof, by a considerationof the following detailed description of one or more embodiments. lt should be appreciated thatlike reference numerals are used to identify like elements illustrated in one or more of the figures.
DETAILED DESCRIPTION An ”or” in this description and the corresponding claims is to be understood as a mathematicalOR which covers ”and” and “or”, and is not to be understand as an XOR (exclusive OR). Theindefinite article ”a” in this disclosure and claims is not limited to ”one” and can also be understood as “one or more”, i.e., plural. ln the present disclosure, the term “angular velocity” denotes rotational speed or speed ofrevolution of an object rotating around an axis. ln other words is the number of turns of theobject performs divided by the time period it takes. This may e.g. be specified as revolutionsper minute (RPM), cycles per second (CPS), radians per second (rad/s). Typically, in thecontext of this disclosure, this is given for a rotating shaft transferring momentum through the drivetrain. ln the present disclosure, the term “gear change” shall be interpreted broadly. A “gear change”may for example be realised by a change of which gear is connected to the combustion engine.lt thus also encompasses connection/disconnection of constituent parts of planetary gears to effectuate the possibility for relative rotation between such constituent parts. ln the present disclosure, “maintained output torque” from the combustion engine shall beinterpreted broadly and is intended to mean that there is no active control of said output torquefrom the combustion engine. lt shall however be recognised that a change of the output torquemay result by other, not actively controlled, factors such as friction or inertia of the combustionengine. Furthermore, the output torque of the combustion engine, as used herein, is considered to mean the output torque of the combustion engine experienced by the gearbox.
The term “propulsion torque” is used herein to describe the torque provided to the drive wheels of the vehicle.
The present disclosure relates to a method of controlling a vehicle powertrain and a controlunit configured to perform such a control. The vehicle powertrain comprises an optionalcombustion engine and a gearbox. The gearbox comprises an input shaft and an output shaft.The gearbox further comprises a first planetary gear connected to the input shaft and a firstmain shaft of the gearbox, and a second planetary gear connected to the first planetary gearand a second main shaft of the gearbox. The gearbox further comprises a first electricalmachine connected to the first planetary gear, and a second electrical machine connected tothe second planetary gear. At least a first gear pair is arranged between the first main shaftand a lay shaft of the gearbox. At least a second gear pair is arranged between the second main shaft and the lay shaft. The lay shaft is connected to the output shaft, for example by a fifth gear pair or via a range gearbox unit. lf present, the range gearbox unit may be a third planetary gear.
More specifically, the first planetary gear comprises a first ring gear, a first sun gear, a first setof planet Wheels interacting With the first ring gear and the first sun gear. The first set of planetwheels are mounted on a first planetary wheel carrier. The second planetary gear comprisesa second ring gear, a second sun gear and a second set of planetary wheels. The secondplanetary wheels are mounted on a second planetary wheel carrier. The first planetary wheelcarrier may be connected to the input shaft of the gearbox, thereby realising the connectionbetween the first planetary gear and the input shaft. ln such a case, the first planet Wheelcarrier may further be connected to the second sun gear. Thereby, the first planetary gear is connected to the second planetary gear. ln order to enable disconnecting the combustion engine from the gearbox, the input shaft maycomprise a first input shaft part and a second input shaft part connectable to the first inputshaft via a coupling device. ln such a case, the first input shaft is connected to the first planetary gear whereas the second input shaft portion is connected to the combustion engine.
The above described powertrain may be controlled so as to be operated in accordance withvarious operating modes depending on the circumstances. The selection of a particularoperating mode may be made in dependence of for example a driving condition of the vehicleand/or the powertrain configuration. The method for controlling the vehicle powertrain to avoiddisadvantageous operating points as disclosed herein corresponds to such operating modes,e.g. a normal driving operating mode and a creep driving operating mode. Naturally, the operating mode disclosed herein may be alternated with one or more other operating modes.
According to an example of the method of controlling the powertrain disclosed herein,predetermined conditions identify if the vehicle is involved in normal driving or considered tobe performing creep driving With at least one electrical machine operating at a disadvantageous operating point.
The vehicle is typically operating in a normal driving operating mode, When first predeterminedconditions identify that vehicle is involved in normal driving or considered to be performingcreep driving with at least one electrical machine operating at a disadvantageous operatingpoint. The method then controls rotational speed of the angular velocity cows of the input shaft8 such that a condition where the rotor of a second electrical machine approaches zero RPM,e.g. by controlling RPM of one of the propulsion units, e.g. the combustion engine or a firstelectrical machine. Thus causing the rotor of the second electrical machine to rotate with a higher absolute value of RPM. The vehicle is then typically operating in a creep driving 6 operating mode, until second predetermined conditions identify that vehicle has resumednormal driving and is no longer operating at a disadvantageous operating point. Thus the vehicle can return to operate in a normal operating mode.
The present disclosure further relates to a control unit configured to control a powertrain toavoid operating at a disadvantageous operating point. The powertrain comprises a gearbox and may optionally further comprise a combustion engine as disclosed above.
Fig. 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1comprises a gearbox 2 and a first propulsion unit 4, e.g. in the form of a combustion engine ,which are comprised in a powertrain 3 of the vehicle 1. The first propulsion unit 4is connectedto the gearbox 2. The gearbox 2 is further connected to drive wheels 5 of the vehicle, e.g. via a propeller shaft 6.
Fig. 2 schematically illustrates a first exemplifying embodiment of the powertrain 3. Thepowertrain 3 may be comprised in a vehicle 1, such as the vehicle shown in Fig. 1. Thepowertrain 3 comprises a plurality of propulsion units 4, 14, 16. The plurality of propulsion unitscomprises a combustion engine 4 and/or a first electrical machine 14 and/or a second electricalmachine 16. The combustion engine 4 is connected with the gearbox 2 via an input shaft 8 ofthe gearbox 2. The gearbox 2 comprises an input shaft 8, a first planetary gear 10, a secondplanetary gear 12, and an output shaft 20. The first planetary gear 10 is connected to the inputshaft 8 of the gearbox 2, and the second planetary gear 12 is connected to the first planetary gear 10.
The first planetary gear 10 comprises a first ring gear 22, to which a rotor 24 ofthe first electricalmachine 14 is connected. The first planetary gear 10 further comprises a first sun gear 26, afirst set of planet wheels 52, and a first planet wheel carrier 50. The first set of planetary wheels52 is mounted on the first planetary wheel carrier 50. The first set of planet wheels 52 interacts with the first ring gear 22 and the first sun gear 26.
The second planetary gear 12 comprises a second ring gear 28, to which a rotor 30 of thesecond electrical machine 16 is connected. The second planetary gear 12 further comprises asecond sun gear 32, a second set of planet wheels 54, and a second planet wheel carrier 51.The second set of planet wheels 54 interacts with the second ring gear 28 and the second sungear 32. The second set of planetary wheels 54 is mounted on the second planetary wheel carrier 51.
The first and second sun gears 26, 32, may be arranged coaxially, as shown in Figure 2. The input shaft 8 of the gearbox 2 is connected to the first planet wheel carrier 50. The first planet wheel carrier 50 is directly connected to the second sun gear 32 of the second planetary gear12 such that the first planet wheel carrier 50 and the second sun gear 32 will always have the same direction of rotation as well as rotationa| speed.
Furthermore, a first coupling device 56 is arranged bet\Neen the first sun gear 26 and the firstplanet wheel carrier 50. By arranging the first coupling device 56 such that the first sun gear26 and the first planet wheel carrier are connected to each other, and thus not able to rotaterelative to each other, the first planet wheel carrier 50 and the first sun gear 26 will rotate withthe same rotationa| speed. ln Figure 2, the coupling device 56 is shown in an open(disengaged) state, whereby the planet wheel carrier 50 and the first sun gear 26 are not connected to each other.
A second coupling device 58 is arranged between the second sun gear 32 and the secondplanet wheel carrier 51. By arranging the second coupling device 58 such that the second sungear 32 and the second planet wheel carrier 51 are connected to each other and thus not ableto rotate relative to each other, the second planet wheel carrier 51 and the second sun gear32 will rotate with the same rotationa| speed. ln Figure 2, the second coupling device 58 isshown in an open (disengaged) state and does therefore not connect the second wheel carrier 51 and the second sun gear 32.
The first and second coupling devices 56, 58 may comprise a splines-equipped couplingsleeve, which is axially displaceable on a splines-equipped section on the first and secondplanetary wheel carrier 50, 51, and on a splines-equipped section on the respective sun wheels26, 32.
The gearbox 2 further comprises a first main shaft 34 and a second main shaft 36. The firstmain shaft 34 is connected to the first sun wheel 26 of the first planetary gear 10. The secondmain shaft 36 is connected to the second planetary wheel carrier 51. As shown in Fig. 2, thefirst main shaft 34 may be arranged so as to extend inside the second main shaft 36. For thispurpose, the second main shaft 36 may comprise a central bore. Alternatively, the first mainshaft 34 may be arranged in parallel and at the side of the second main shaft 36 (which in sucha case need not have a central bore). The first main shaft 34 and the second main shaft 36are connected to the output shaft 20 through a transmission arrangement 19, which will bedescribed in more detail below. The transmission arrangement 19 can comprise a freely chosen number of gear steps.
The first electrical machine 14 comprises a first stator 40, which may be connected to a housing42 that surrounds the gearbox 2. The second electrical machine 16 comprises a second stator 44, which may be connected to the housing 42. The first electrical machine 14 and the second 8 electrical machine 16 are connected to an energy storage device (not shown), such as abattery, that may drive the electrical machines 14, 16 depending of the operating conditions ofthe vehicle. Alternatively, the first and second electrical machines 14, 16 may each have aseparate energy storage, if desired, for the same purpose. ln certain operating conditions, theelectrical machines 14, 16 can function as generators, whereby current is supplied to theenergy storage(s). ln certain operating conditions, the electrical machines 14, 16 may alsodrive each other. ln such a case, electrical energy is then led from one of the electricalmachines to the other electrical machine via a switch (not shown). Thereby, it is possible to achieve a power balance between the electrical machines 14, 16.
The transmission arrangement 19 comprises, in addition to the first main shaft 34 and thesecond main shaft 36, a lay shaft 18. The transmission arrangement 19 further comprises aplurality of gear pairs. For example, the transmission arrangement may comprise a first gearpair G1, a second gear pair G2, a third gear pair G3 and a fourth gear pair G4. The first gearpair G1 may comprise a first pinion gear 62 and a first cogwheel 64, which are in engagementwith each other. The first pinion gear 62 may be arranged on the first main shaft 34 and thefirst cogwheel 64 may be arranged on the lay shaft 18. The second gear pair G2 comprises asecond pinion gear 68 and a second cogwheel 70, which are in engagement with each other.The second pinion gear 68 may be arranged on the second main shaft 36 and the secondcogwheel 70 may be arranged on the lay shaft 18. The third gear pair G3 may comprise a thirdpinion gear 74 and a third cogwheel 76, which are in engagement with each other. The thirdpinion gear 74 may be arranged on the first main shaft 34 and the third cogwheel 76 may bearranged on the lay shaft 18. The fourth gear pair G4 may comprise a fourth pinion gear 80and a fourth cogwheel 82, which are in engagement with each other. The fourth pinion gear80 may be arranged on the second main shaft 36 and the fourth cogwheel 82 may be arranged on the lay shaft 18.
The first and the third pinion gears 62, 74 may be fixedly connected to the first main shaft 34,so that they cannot rotate in relation to the first main shaft 34. The second and the fourth piniongears 68, 80 may be fixedly connected with the second main shaft 36, so that they cannot rotate in relation to the second main shaft 36.
The first, second, third and fourth cogwheels 64, 70, 76, 82 may be individually connected toand disconnected from the lay shaft 18 by means of a third coupling device 83 and a fourthcoupling device 85, respectively. The coupling devices 83, 85 may each comprise couplingsleeves configured to mechanically engage with splines-equipped sections on the cogwheels64, 70, 76, 82 and on the lay shaft 18. The first and third cogwheels 64, 76 may be connected/disconnected with a common coupling device 83, and the second and fourthcogwheels 70, 82 may be connected/disconnected with a common coupling device 85. ln adisconnected state, a relative rotation may occur between a disconnected cogwheel, of thecogwheels 64, 70, 76, 82, and the lay shaft 18. ln a connected state, a connected cogwheel,of the cogwheels 64, 70, 76, 82, will rotate together with the lay shaft 18.
The gearbox 2 shown in Figure 2 also comprises a fifth gear pair G5. The fifth gear pair G5comprises a fifth cogwheel 92 arranged on the lay shaft 18 and a fifth pinion gear 94 arrangedon the output shaft 20. The lay shaft 18 is connected to the output shaft 20 via the fifth gearpair G5. The fifth cogwheel 92 is arranged so it may be connected with and disconnected fromthe lay shaft 18 by means of a fifth coupling device 87. The fifth coupling device 87 maycomprise a coupling s|eeve configured to interact with splines-equipped sections on the fifthcogwheel 92 and the lay shaft 18. ln the disconnected state, a relative rotation may occur between the fifth cogwheel 92 and the lay shaft 18.
Propelling torque may be transferred from the input shaft 8 of the gearbox 2 to the output shaft20 of the gearbox 2 via the first p|anetary gear 10, or the second p|anetary gear 12, and thelay shaft 18. The torque transfer may also occur directly via the first p|anetary gear 10 and thefirst main shaft 34 to the output shaft 20 via a coupling mechanism 48. The couplingmechanism 48 may comprise a splines-equipped coupling s|eeve, which is axially displaceableon the first main shaft 34 and on splines-equipped sections ofthe output shaft 20. By displacingthe coupling s|eeve of the coupling mechanism 48, so that the first main shaft 34 is connectedto the output shaft 20, the first main shaft 34 and the output shaft 20 will have the samerotational speed. By disconnecting the fifth cogwheel 92 from the lay shaft 18, torque from thesecond p|anetary gear 12 may be transferred to the lay shaft 18, from the lay shaft 18 to the first main shaft 34, and finally to the output shaft 20 via the coupling mechanism 48.
During operation, the gearbox 2 may in certain operating modes operate so that one of the sungears 26 or 32 is locked against the first or second planet wheel carrier 50 or 51 with the aidof the first or second coupling device 56 or 58. The first or second main shaft 34 or 36 will thenbe given the same rotational speed as the input shaft 8, depending on which sun gear 22 or 28 that has been fixedly locked at the relevant planet wheel carrier 50 or 51.
One or both of the electrical machines 14, 16 may function as a generator in order to generateenergy to the energy storage device. Alternatively, the electrical machines 14, 16 whose ringgear 22 or 28 is connected to the planet wheel carrier 50 may provide an increase in torque in order in this way to increase the torque at the output shaft 20 of the gearbox. The electrical machines 14, 16 may under certain Operating conditions, provide each other with electrical energy, independently of the energy store. ln order to disengage a sun gear and a planet wheel carrier at one of the first and secondplanetary gears, at least one of the first and second electrical machines may be controlledsuch that torque balance is prevalent in the relevant planetary gear. When torque balance hasbeen achieved, the relevant one of the first and second coupling devices may be displacedsuch that the sun gear and the planet wheel carrier are no longer mechanically connected toeach other. The term “torque balance” is here used to denote a condition in which a torqueacts on a ring gear of the planetary gear, corresponding to the product of the torque that actson the planet wheel carrier of the planetary gear, while at the same time a torque acts on thesun gear of the planetary gear, corresponding to the product of the torque that acts on theplanet wheel carrier and (1-the gear ratio of planetary gear). ln the case in which two of theconstituent components of the planetary gear are connected by means of one of the first andsecond coupling devices, this coupling device transfers no torque between the constituentcomponents of the planetary gear when torque balance is prevalent. The coupling device canin this way be displaced in a simple manner, and the constituent components of the planetary gear disengaged.
The powertrain 3 further comprises a control unit 100. The control unit 100 may be configuredto control one or more of the constituent components of the vehicle powertrain 3, such as the plurality of propulsion units 4, 14, 16 and/or the gearbox 2.
The control unit 100 may comprise one or more control units. ln other words, the control unit100 may perform all functionality centrally in a central unit or distribute functionality betweenmultiple interconnected units, e.g. electronic control units, ECUs. The responsibility for aspecific function or control may hence be divided between two or more of the control units.One or more of the control units may be implemented in the form of a computer or an electroniccontrol unit ECU. The control unit 100 may for example be connected to the first electricalmachine 14 and/or the second electrical machine 16 and/or the combustion engine 4. Thecontrol unit 100 may also be connected to any other constituent component of the vehiclepowertrain 3. The connections of the control unit 100 to any constituent component of thevehicle powertrain 3 may be in the form of physical connection(s) and/or wireless connection(s).
The control of constituent components of the vehicle powertrain 3 may be governed byprogrammed instructions. These programmed instructions typically take the forms of a computer program which, when executed in a processor or processing circuitry comprised in 11 the control unit, causes the computer or control unit to effect desired forms of control action,for example the steps of the method disc|osed herein. As described above, such a processoror processing circuitry may be comprised in and/or communicatively coupled to the control unit100.
The control unit 100 is connected and/or communicatively coupled to the electrical machines14, 16 to control the respective electrical machine 14, 16. The control unit 100 may beconfigured to collect information, e.g. sensor data from one or more sensors, from theconstituent components of the powertrain 3, and based on this collected information, controlthe electrical machines 14, 16, e.g. to operate as electric motors or generators. The controlunit 100 also be and/or communicatively coupled to the first and second coupling devices 56,58, the third and fourth coupling devices 83, 85 and the coupling mechanism 48. Thesecomponents may for example be activated and deactivated by electric signals from the controlunit 100. The control unit 100 also be and/or communicatively coupled to the gear pairs, e.g.the first gear pair G1, the second gear pair G2, the third gear pair G3, the fourth gear pair G4and the fifth gear pair G5.
The exemplifying embodiment shown in Figure 2 shows five gear pairs G1, G2, G3, G4, G5and two planetary gears 10, 12 with associated electrical machines 14, 16. However, it ispossible to configure the gearbox 2 with more or fewer pinion gears and cogwheels, and withmore planetary gears with associated electrical machines without departing from the present inventive concept.
Fig. 3 shows details of the control unit 100 according to one or more embodiments of thepresent invention. The control unit 100 may e.g. be in the form of an Electronic Control Unit, aserver, an on-board computer, a vehicle mounted computer system or a navigation device.The control unit 100 may comprise a processor or processing circuitry 112. The control unit100 may be communicatively coupled to a transceiver 104 for wired or wirelesscommunication. Further, the control unit 100 may further comprise at least one optionalantenna (not shown in figure). The antenna may be coupled to the transceiver 104 and isconfigured to transmit and/or emit and/or receive wireless signals in a wireless communicationsystem, e.g. send/receive control signals and/or status data to/from the one or more sensors121-123 and/or any other control unit or sensor. ln one example, the processor 112 may beany of a selection of processing circuitry and/or a central processing unit and/or processormodules and/or multiple processors configured to cooperate with each-other. Further, thecontrol unit 100 may further comprise a memory 115. The memory 115 may contain instructions executable by the processor to perform the methods described herein. The 12 processor 112 may be communicatively coupled to a selection of any of the transceiver 104,the one or more sensors 121-123 and the memory 115. The control unit 100 may be configuredto receive the sensor data directly from the one or more sensors 121-123 or via the wired and/or wireless communications network 130. ln one or more embodiments the control unit 100 may further comprise an input device 117,configured to receive input or indications from a user and send a user-input signal indicativeof the user input or indications to the processing means 112. ln one or more embodiments thecontrol unit 100 may further comprise a display 118 configured to receive a display signalindicative of rendered objects, such as text or graphical user input objects, from the processingmeans 112 and to display the received signal as objects, such as text or graphical user inputobjects. ln one embodiment the display 118 is integrated with the user input device 117 and isconfigured to receive a display signal indicative of rendered objects, such as text or graphicaluser input objects, from the processing means 112 and to display the received signal asobjects, such as text or graphical user input objects, and/or configured to receive input orindications from a user and send a user-input signal indicative of the user input or indicationsto the processing means 112. ln embodiments, the processing means 112 is communicativelycoupled to the memory 115 and/or the communications interface and/or transceiver and/or theinput device 117 and/or the display 118 and/or the one or more sensors 121-123. lnembodiments, the communications interface and/or transceiver communicates using wired and/or wireless communication techniques. ln embodiments, the one or more memory 115 may comprise a selection of a hard RAM, diskdrive, a floppy disk drive, a CD or DVD drive (R or RW), or other removable or fixed mediadrive or memory. ln a further embodiment, the control unit 100 may further comprise and/or becoupled to one or more additional sensors configured to receive and/or obtain and/or measurephysical properties pertaining to the vehicle 1 and send one or more sensor signals indicativeof the physical properties to the processing means 112, e.g. sensor data indicative of rotationalspeeds of the input shaft and/or of the rotor of the first electrical machine 14 and/or of the rotor of the second electrical machine 16.
Fig. 4 shows a flowchart of a method 400 according to one or more embodiments of thepresent disclosure. The method 400 is configured for controlling a powertrain 3 of a vehicle 1to avoid near zero revolutions per minute, RPM, of an electrical machine 14, 16 performed bya control unit 100, adapted to be comprised in the vehicle 1, the powertrain 3 comprising aplurality of propulsion units, the plurality of propulsion units at least comprising a first electrical machine 14 and a second electrical machine 16, the powertrain 3 further comprising a gearbox 13 2, which gearbox 2 further comprises a first planetary gear 10 connected to the input shaft 8,the rotor 24 of the first electrical machine 14 and a first main shaft 34; a second planetary gear12 connected to a first planetary gear 10, a rotor 30 of the second electrical machine 16 and asecond main shaft 36; wherein each of the planetary gears 10, 12 are provided with a ring gearhaving a first number of teeth NR and a sun gear having a second number of teeth NS. The method comprises: Step 410: obtaining a first angular velocity value colps indicative of angular velocity of an input shaft 8 of the gearbox 2 comprised in the powertrain 3, Step 420: obtaining a second angular velocity value coEl/lz indicative of angular velocity of the rotor 30 of the second electrical machine 16,Step 430: obtaining a requested torque value, Step 440: controlling the gearbox 2 using the first angular velocity value mms, the secondangular velocity value wEMz, the requested torque value and a set of predetermined conditions,wherein the set of predetermined conditions are dependent of an angular velocity com of thesecond main shaft 36, a number of teeth of the respective ring gear NR and a number of teeth of the respective sun gear NS. lt is understood that the number of teeth of the respective ring gear NR and a number of teeth of the respective sun gear NS may be the same or different for each planetary gear.
Fig. 5 shows an example of controlling the powertrain according one or more embodiments ofthe present disclosure. Fig. 5 shows a diagram having RPM and/or speed on the vertical axisand time on the horizontal axis. Fig. 5 further shows a first curve 510, a second curve 520 anda third curve 530. A number of points in time 1-5 is indicated along the time axis. The first curveshows how angular velocity cows of the input shaft 8 of the gearbox 2 comprised in thepowertrain 3 varies over time, when the powertrain 3 is controlled according to the presentmethod. The second curve 520 shows how vehicle speed varies over time, when thepowertrain 3 is controlled according to the present method. The third curve shows how angularvelocity coEl/lz of the rotor 30 of the second electrical machine varies over time, when the powertrain 3 is controlled according to the present method.As can be seen from Fig. 5, at time point 1, the vehicle starts accelerating from standstill.
At time point 2, the vehicle reaches a certain speed and then maintains it. l.e. maintains a slow and constant speed corresponding to creep driving. 14 At time point 3, predetermined conditions indicate that high torque is provided from the gearboxat a low RPM value of the second electric machine, for a prolonged time. The disclosed methodthen increases ICE rpm or the angular velocity of the input shaft 8 of the gearbox 2, therebylowering the speed on electric machine. ln other Words, When a first set of predeterminedconditions are fulfilled, the operational mode is changed from a normal driving operational mode to a creep driving operational mode.
At time point 4, the vehicle starts accelerating. The disclosed method then returns ICE rpm orthe angular velocity of the input shaft 8 to normal logic, the RPM of the electric machine goesup and past zero rpm, thus avoiding zero RPM for any prolonged time. ln other Words, Whena second set of predetermined conditions are fulfilled, the operational mode is changed back from the creep driving operational mode to the normal driving operational mode.
At time point 5, the first or second electric machine RPM reaches ICE rpm or the angular velocity of the input shaft 8 and the planetary gear can be locked to actual transmission gear. ln one embodiment of the method 400 described in relation to Fig. 4, controlling the gearbox2 comprises adjusting an angular velocity coEM1 of a rotor 24 of the first electrical machine 14.Additionally or alternatively, adjusting the angular velocity coEl/H of the rotor 24 of the firstelectrical machine 14 comprises adjusting the angular velocity coEW of the rotor 24 of the firstelectrical machine 14 to an elevated angular velocity if the predetermined conditions arefulfilled, or adjusting the angular velocity coElm of the rotor 24 of the first electrical machine 14to a nominal angular velocity or lowered angular velocity if the predetermined conditions arenot fulfilled. ln one embodiment of the method 400 described in relation to Fig. 4, the plurality of propulsionunits further comprises a combustion engine 4 connected with the gearbox 2 via the input shaft8, wherein controlling the gearbox 2 comprises adjusting an angular velocity of the combustionengine 4. Additionally or alternatively, adjusting the angular velocity of the combustion engine4 comprises adjusting the angular velocity of the combustion engine 4 to an elevated angularvelocity if the predetermined conditions are fulfilled, or adjusting the angular velocity of thecombustion engine 4 to a nominal angular velocity or lowered angular velocity if the predetermined conditions are not fulfilled. ln one embodiment of the method 400 described in relation to Fig. 4, additionally oralternatively, the set of predetermined conditions are fulfilled When the predeterminedconditions are fulfilled for a predetermined duration, Where T is an absolute threshold When an absolute value of the second angular velocity value coEl/lz is at or approaching zero revolutions per minute. Additionally or alternatively, the set of predetermined conditions are fulfilled Whenthe condition: S (UVR + NS) * com - NS * com) T AB> NR is fulfilled for a predetermined duration, where T is an absolute threshold, com is the angularvelocity of the second main shaft 36, NR is the first number of teeth of the respective ring gear and NS is the number of teeth of the respective sun gear. ln other Words, the set of predetermined conditions are fulfilled When the calculated rotational velocity is under the absolute threshold T. ln one embodiment, a control unit 100 is provided and adapted to be comprised in a vehicle 1 and configured to perform any of the method steps described herein. ln one embodiment, a vehicle 1 is provided and comprising a control unit 100 according toclaim 8, a powertrain 3, the powertrain 3 comprising a plurality of propulsion units, the pluralityof propulsion units at least comprising a first electrical machine 14 and a second electricalmachine 16. Additionally or alternatively, the plurality of propulsion units further comprises a combustion engine 4 connected with the gearbox 2 via the input shaft 8. ln one embodiment, a computer program is provided and comprising computer-executableinstructions for causing a control unit 100, when the computer-executable instructions areexecuted on processing circuitry comprised in the control unit 100, to perform any of the method steps described herein. ln one embodiment, a computer program product comprising a computer-readable storagemedium, the computer-readable storage medium having the computer program above embodied therein. ln one embodiment, a computer program is provided comprising computer-executableinstructions for causing the control unit 100 when the computer-executable instructions areexecuted on a processing unit comprised in the control unit 100, to perform any of the methodsdescribed herein. Furthermore, any methods according to embodiments of the invention maybe implemented in a computer program, having code means, which when run by processingmeans causes the processing means to execute the steps of the method. The computer program is included in a computer readable medium of a computer program product. ln one embodiment, a computer program product is provided comprising a computer-readablestorage medium, the computer-readable storage medium having the computer program above embodied therein. The memory and/or computer-readable storage medium referred to herein 16 may comprise of essentially any memory, such as a ROM (Read-Only Memory), a PROM(Programmable Read-Only Memory), an EPROM (Erasable PROM), a Flash memory, anEEPROM (Electrically Erasable PROM), or a hard disk drive. ln one embodiment, a carrier containing the computer program above, Wherein the carrier is one of an electronic signal, optical signal, radio signal, or computer readable storage medium.
Moreover, it is realized by the skilled person that the control unit 100 may comprise thenecessary communication capabilities in the form of e.g., functions, means, units, elements,etc., for performing the present solution. Examples of other such means, units, elements andfunctions are: processors, memory, buffers, control logic, encoders, decoders, rate matchers,de-rate matchers, mapping units, multipliers, decision units, selecting units, switches,interleavers, de-interleavers, modulators, demodulators, inputs, outputs, antennas, amplifiers,receiver units, transmitter units, DSPs, MSDs, encoder, decoder, power supply units, powerfeeders, communication interfaces, communication protocols, etc. which are suitably arranged together for performing the present solution.
Especially, the processor and/or processing means of the present disclosure may compriseone or more instances of processing circuitry, processor modules and multiple processorsconfigured to cooperate with each-other, Central Processing Unit (CPU), a processing unit, aprocessing circuit, a processor, an Application Specific Integrated Circuit (ASIC), amicroprocessor, a Field-Programmable Gate Array (FPGA) or other processing logic that mayinterpret and execute instructions. The expression “processor” and/or “processing means” maythus represent a processing circuitry comprising a plurality of processing circuits, such as, e.g.,any, some or all of the ones mentioned above. The processing means may further performdata processing functions for inputting, outputting, and processing of data comprising databuffering and device control functions, such as call processing control, user interface control, or the like.
Finally, it should be understood that the invention is not limited to the embodiments describedabove, but also relates to and incorporates all embodiments within the scope of the appended independent claims. 17

Claims (12)

1. A method (400) for controlling a powertrain (3) of a vehicle (1) to avoid near zerorevolutions per minute, RPM, of an electrical machine performed by a controlunit (100), adapted to be comprised in the vehicle (1), the powertrain (3)comprising a plurality of propulsion units, the plurality of propulsion units at leastcomprising a first electrical machine (14) and a second electrical machine (16),the powertrain (3) further comprising a gearbox (2), which gearbox (2) furthercomprises:a first planetary gear (10) connected to the input shaft (8), the rotor (24) ofthe first electrical machine (14) and a first main shaft (34); a second planetary gear (12) connected to a first planetary gear (10), a rotor(30) of the second electrical machine (16) and a second main shaft 36; wherein each of the planetary gears (10, 12) are provided with a ring gearhaving a first number of teeth (NR) and a sun gear having a secondnumber of teeth (NS), the method (400) comprising: obtaining (410) a first angular velocity value (wips) indicative of angular velocity of an input shaft (8) of the gearbox (2) comprised in the powertrain (3), obtaining (420) a second angular velocity value (wEl/iz) indicative of angular velocity of the rotor (30) of the second electrical machine (16),obtaining (430) a requested torque value, controlling (440) the gearbox (2) using the first angular velocity value (wips), thesecond angular velocity value (wEl/iz), the requested torque value and a set ofpredetermined conditions, wherein the set of predetermined conditions aredependent of an angular velocity (wmz) of the second main shaft (36), a firstnumber of teeth of the respective ring gear (NR) and a number of teeth of the respective sun gear (NS). 18
2. The method according to claim 1, wherein controlling the gearbox (2) comprisesadjusting an angular velocity (wei/m) of a rotor (24) of the first electrical machine (14).
3. The method according to claim 2, wherein adjusting the angular velocity (wei/m) of5 the rotor (24) of the first electrical machine (14) comprises:adjusting the angular velocity (wei/n) of the rotor (24) of the first electrical machine(14) to an elevated angular velocity if the predetermined conditions are fulfilled,or adjusting the angular velocity (wei/n) of the rotor (24) of the first electrical machine10 (14) to a nominal angular velocity or lowered angular velocity if the predetermined conditions are not fulfilled.
4. The method according to any of the preceding claims, wherein the plurality ofpropulsion units further comprises a combustion engine (4) connected with thegearbox (2) via the input shaft (8), wherein controlling the gearbox (2) comprises 15 adjusting an angular velocity of the combustion engine (4).
5. The method according to claim 4, wherein adjusting the angular velocity of thecombustion engine (4) comprises:adjusting the angular velocity of the combustion engine (4) to an elevated angularvelocity if the predetermined conditions are fulfilled,20 or adjusting the angular velocity of the combustion engine (4) to a nominal angularvelocity or lowered angular velocity if the predetermined conditions are notfulfilled. 19
6. The method according to any of the preceding claims, wherein the set ofpredetermined conditions are fulfilled when the predetermined conditions arefulfilled for a predetermined duration, where T is an absolute threshold when anabsolute value of the second angular velocity value (wEl/iz) is at or approaching 5 zero revolutions per minute.
7. The method according to claim 6, wherein the set of predetermined conditions arefulfilled when the condition: * CÜINZ * CÜIPS) T ABS> NR is fulfilled for a predetermined duration, where T is an absolute threshold, winz is10 the angular velocity of the second main shaft 36, NR is the first number of teethof the respective ring gear and NS is the number of teeth of the respective sun gear.
8. A control unit (100) adapted to be comprised in a vehicle (1) and configured to perform the method according to any of claims 1-7. 15
9. A vehicle (1) comprising: a control unit (100) according to claim 8,a powertrain (3), the powertrain (3) comprising:a plurality of propulsion units, the plurality of propulsion units at least comprisinga first electrical machine (14) and a second electrical machine (16).20
10. The vehicle according to claim 9, wherein the plurality of propulsion units furthercomprises a combustion engine (4) connected with the gearbox (2) via the input shaft (s).
11. A computer program comprising computer-executable instructions for causing acontrol unit (100), when the computer-executable instructions are executed onprocessing circuitry comprised in the control unit (100), to perform any of the method steps according claims 1-7. 5
12. A computer program product comprising a computer-readable storage medium,the computer-readable storage medium having the computer program according to c|aim 11 embodied therein. 21
SE1951124A 2019-10-03 2019-10-03 Method and system for avoiding disadvantageous operating points of an electrical machine comprised in a vehicle powertrain SE543705C2 (en)

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SE1951124A SE543705C2 (en) 2019-10-03 2019-10-03 Method and system for avoiding disadvantageous operating points of an electrical machine comprised in a vehicle powertrain
DE102020005575.3A DE102020005575A1 (en) 2019-10-03 2020-09-11 Avoidance of disadvantageous operating points of an electrical machine contained in a drive train
BR102020018844-5A BR102020018844A2 (en) 2019-10-03 2020-09-15 prevention of disadvantageous operational points of an electric machine comprised in a power train

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CN114593202A (en) * 2022-03-30 2022-06-07 广汽埃安新能源汽车有限公司 Vehicle gear shifting control method and system based on dual-motor configuration

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