WO2008095067A1 - Commande optimisée pour système à quatre roues motrices - Google Patents

Commande optimisée pour système à quatre roues motrices Download PDF

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Publication number
WO2008095067A1
WO2008095067A1 PCT/US2008/052588 US2008052588W WO2008095067A1 WO 2008095067 A1 WO2008095067 A1 WO 2008095067A1 US 2008052588 W US2008052588 W US 2008052588W WO 2008095067 A1 WO2008095067 A1 WO 2008095067A1
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WIPO (PCT)
Prior art keywords
electric motor
vehicle
wheel
slip
torque
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Application number
PCT/US2008/052588
Other languages
English (en)
Inventor
Sohel Anwar
Yifeng Lin
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Indiana University Research & Technology Corporation
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Publication of WO2008095067A1 publication Critical patent/WO2008095067A1/fr

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    • 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
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/28—Eddy-current braking
    • 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
    • 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
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • B60L2240/421—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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—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
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—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
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B60W2520/263—Slip values between front and rear axle
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/40—Torque distribution
    • B60W2520/403—Torque distribution between front and rear axle
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/083—Torque
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/26—Wheel slip
    • B60W2720/263—Slip values between front and rear axle
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention generally relates to a vehicle traction enhancement system, and more particularly to an optimized control for an on-demand all wheel drive system.
  • Traction control systems for all wheel drive (AWD) vehicles have been widely investigated over the past twenty years.
  • TCS Traction control systems
  • ATD wheel drive
  • ATD wheel drive
  • traction control system introduced by Hallowell and Ray [1] includes a torque control algorithm that takes advantage of the direct torque control of four electric motors. This system optimizes torque distribution among the wheels by monitoring wheel speeds, driver steering input and vehicle yaw rate. Rather than trying to restrict torque based on predicted tire behavior, the system attempts to apply torque such that the odds of excessive slip in any given tire is minimized by sending torque to the tires with the greatest torque management capacity.
  • a variable torque decrease factor which in an empirical formula is a function of wheel slip ratio, is used in this system to increase the vehicle's performance.
  • Kosaka, Kadota, and Shimizu [2] includes a motor-assisted 4WD system with a rear- wheel-drive motor. Rather than implementing a propeller shaft and transfer case, this system actually distributes torque to the rear wheels.
  • the present invention is directed to an on-demand all wheel drive (ODAWD) vehicle system, which has a hybrid powertrain and uses slip regulation to enhance traction while driving.
  • OAWD on-demand all wheel drive
  • the system is based on a closed-loop actuator control law and is derived from a modified vehicle model, which has an optimized performance index based on wheel slip.
  • the optimal controller minimizes wheel slip error by activating and dynamically controlling the electric motor drive torque to a non-driven pair of wheels, for example, the rear wheels.
  • the system automatically energizes the rear wheel motor drive system.
  • the front wheels are the default driven wheels and the overall traction of the vehicle is enhanced by switching the driving mode of the vehicle from two-wheel drive (2WD) to four-wheel drive (4WD).
  • the sensors for detecting wheel slip constantly deliver the relevant sensory information to the computing unit of the controller, which estimates the slip and, by comparing with the slip threshold value, calculates a desired motor torque, T n , .
  • T m is used to generate a current command to the electric motor so that it transmits the optimal drive torque to the rear wheels. If for a 2WD vehicle, the front wheels are driven, then by applying drive torque to the rear wheels as well, the vehicle becomes a 4WD vehicle.
  • the exemplary system is able to reduce acceleration slip, thereby giving enhanced traction to vehicles on low friction coefficient surfaces.
  • a traction enhancement system for a vehicle comprises a hybrid powertrain having an engine and transmission associated with a pair of front wheels of the vehicle and an electric motor associated with a pair of rear wheels of the vehicle.
  • the system also has a controller that is adapted to minimize wheel slip error when the vehicle is on a surface by activating and dynamically controlling drive torque of the electric motor.
  • a process for minimizing the wheel slip error of a vehicle comprises deriving a closed-loop actuator control law from an optimized performance index that is based on the wheel slip of a vehicle having a hybrid powertrain, the hybrid powertrain having an engine and transmission associated with a pair of front wheels and an electric motor associated with a pair of rear wheels; and minimizing the wheel slip of the vehicle by using the control law to activate and dynamically control drive torque of the electric motor.
  • a method for optimizing the performance of a vehicle having a hybrid powertrain including an engine and transmission associated with a pair of front wheels and an electric motor associated with a pair of rear wheels comprises providing a modified vehicle model and an optimized performance index to derive a closed-loop actuator control law, the optimized performance index being based on the wheel slip of the vehicle; and using the control law to minimize the wheel slip of the vehicle by activating and dynamically controlling drive torque of the electric motor.
  • FIG. 1 depicts vehicle dynamics of a modified exemplary on-demand all wheel drive vehicle system in accordance with the present invention and shown in a straight-line driving scenario;
  • FIG. 2 depicts wheel rotational dynamics of an exemplary wheel model during a driving event in accordance with the present invention
  • FIG. 3 depicts an exemplary hybrid ODAWD control system in accordance with the present invention
  • FIG. 4 depicts a graph showing friction coefficient vs. slip ratio for different surfaces in accordance with the present invention
  • FIG. 5 depicts a flowchart which can control the operation of a motor used in the vehicle.
  • FIG. 6 depicts a graph showing front wheel slip ratios of an exemplary straight-line acceleration maneuver with and without a controller turned on in accordance with the present invention
  • FIG. 7 depicts a graph showing rear wheel slip ratios of an exemplary straight-line acceleration maneuver with and without a controller turned on in accordance with the present invention
  • FIG. 8 depicts a graph showing motor torque to the rear wheels at differential output in accordance with the present invention.
  • FIG. 9 depicts a graph showing vehicle velocity with and without a controller turned on in accordance with the present invention.
  • FIG. 10 depicts a graphical comparison of cost function for a vehicle without and with an exemplary controller in accordance with the present invention.
  • F wmd refers to "air drag resistance”
  • F R refers to "rolling resistance of the vehicle”
  • F ⁇ eiTam refers to "forces arising out of road slopes/grades”
  • F m refers to "rolling resistance force of i-th wheel”
  • F 21 refers to "normal force to i-th wheel”
  • g refers to "gravitational constant”
  • J w refers to "general wheel inertia”
  • J wf refers to "front wheel inertia”
  • J W1 refers to "rear wheel inertia”
  • M cog refers to "total mass of vehicle”
  • R refers to "effective radius of wheel”
  • T m refers to "motor torque command”
  • S f refers to "slip ratio of the front wheel”
  • S refers
  • the present invention is primarily directed to straight-line driving scenarios, particularly as straight-line driving scenarios uniformly involve low friction coefficient ( ⁇ ) surfaces and do not deal with situations having rapidly varying friction coefficients, road surfaces and/or winding driving trajectories.
  • the vehicle model can be simplified to match that of a standard bicycle model, i.e. a structure with one front wheel and one rear wheel connected by an actuator (motor).
  • a standard bicycle model i.e. a structure with one front wheel and one rear wheel connected by an actuator (motor).
  • FIG. 1 Such an exemplary straight-line bicycle model is shown in FIG. 1 , which more specifically depicts a modified exemplary ODAWD vehicle system in accordance with the present invention.
  • the optimal controller focuses on the drive torque of the motor and is not concerned with the further torque split of the non-driven axle to the left and/or right. Further simplification of this straight-line scenario is made by assuming that the steer wheel angle is zero, thereby resulting in zero lateral motion.
  • the vehicle motion in the longitudinal direction on the road plane can be described by the following equation:
  • Equation (2) becomes: y F x M(S 1 ) - F 2 , + ⁇ S, ) - F z ⁇
  • wheel rotational dynamics are considered. For instance, in FIG. 2, wheel rotational dynamics of an exemplary simplified wheel model are depicted during a driving event in accordance with the present invention.
  • the wheel rotational dynamics are given by the following equation: J ⁇ - ⁇ ⁇ T ⁇ ⁇ - F ⁇ - R - F ⁇ - R (4)
  • Equation (4) F m is much smaller than T d , and F X1 . Hence, it is neglected and equation (4) becomes:
  • FIG. 3 depicts an exemplary hybrid ODAWD control system 300 in accordance with the present invention.
  • the front wheels 302 each include a wheel speed sensor 303.
  • the wheel speed sensors are typically mounted individually between an axle housing and a wheel as is understood by those skilled in the art.
  • the wheel speed sensors provide the wheel speed of the respective wheels.
  • the front wheels 302 are driven by the engine and transmission 304.
  • the rear wheels 306 each include a wheel speed sensor 307 which provide a wheel speed of a respective rear wheel.
  • the rear wheels 306 are driven by an electric motor 308 in an on-demand fashion.
  • the electric motor 308 is coupled to the wheels 306 through a differential 310.
  • the electric motor is also coupled to a controller 312.
  • the controller 312 can include an optimal controller based on instantaneous optimization as would be understood by those skilled in the art.
  • the controller can include a processing unit or computing unit and a memory as is understood by those skilled in the art.
  • the controller 312 receives a wheel speed from each of the wheel speed sensors 303 and 307 through an input 314.
  • the wheel speed or sensor feedback provided to the controller 312 can be used to generate a control signal applied to the motor 308 through a saturation block 316 to ensure that the current value of the control signal does not exceed the maximum rating of the input current for the motor 308.
  • the motor 308, in response to the control signal generates, a torque according to the control law of equation 14 to be described later herein.
  • the motor can be adequately sized given the vehicle weight and engine power.
  • the controller processes wheel speed data using the described torque command, T m , to actuate the electric motor as would be understood by one skilled in the art.
  • the memory can store the torque command for use by the processor as well as the various constants used in the torque command and the data received from the wheel sensor.
  • the processing unit will then calculate the value of T m using the stored values of wheel sensor data and the other constants used in the calculation.
  • the electric motor 308 can be controlled to minimize wheel acceleration slip without any engine 304 intervention.
  • the electric motor 308 can be controlled along with an engine output torque reduction scheme to thereby minimize wheel acceleration slip.
  • the controller can be coupled to the engine/transmission 304 to provide a control signal through the control lines 318.
  • the controller does not interact with the engine or with the transmission. It generates the rear wheel drive torque command, T mj based on the driven wheel slip conditions and then subsequently estimates the motor current command which it applies to the motor.
  • the differential distributes the motor torque to the rear wheels evenly.
  • the engine/transmission drives the front wheels without any control or modification to the front wheel drive torque in this embodiment.
  • the controller can also command the engine controller to reduce the front wheel drive torque in order to reduce the front wheel slip to the desired level.
  • the proposed controller in addition to the rear wheel drive torque control via the electric motor, can communicate with the engine/transmission system through the control lines 318 to provide a signal to reduce front wheel drive torque in order to ensure optimal slip performance both at the front and the rear wheels.
  • the controller checks on the front wheel slip condition after actuating the electric motor for the rear wheels based on the proposed control law. If the front wheel slip condition is still higher than the desired level, the controller will instruct the engine controller to reduce the drive torque to the front wheels.
  • motor torque control is the only control variable and is based solely on wheel slip information. Because the design of this control system is less complex, the control scheme may produce sub-optimal wheel slip reduction for all four wheels. With respect to the second embodiment, the motor control is required to perform in conjunction with engine control, thereby making the control problem more complex.
  • motor torque is denoted by T 11 , and equals zero in normal driving conditions because no wheel acceleration slip is present. In case of front wheel slippage due to acceleration on a low friction coefficient ⁇ surface, the controller activates the motor to drive the rear wheels via the differential by applying the commanded torque T m .
  • the wheel dynamic equation can thereby be written using equations (5), (6) and (7).
  • the objective function is set as follows, and is based on the bicycle type model:
  • FIG. 4 depicts a graph showing friction coefficient versus wheel slip ratio for three different surfaces [8].
  • the relationship between slip and friction coefficients can illustrates the available traction.
  • the friction coefficient reaches its maximum at slip ratio value 0.15 on asphalt and snow surfaces. Therefore, the proposed design provides a method and apparatus to keep the vehicle at a wheel slip ratio of about 0.15 during acceleration slip.
  • This embodiment focuses on tracking the slip ratio at 0.15 for acceleration slip, which can yield the optimal friction coefficient.
  • a friction coefficient range of 0.1-0.2 can be acceptable, but may not yield the optimal friction coefficient.
  • Both the friction coefficient and the slip ratio are non-dimensional and have ranges between 0-1.2 and 0-1, respectively.
  • J ⁇ 2-Kr-F ⁇ 1 ( , ⁇ 1 + ⁇ 1 , 2- F 2 , ⁇ , ⁇ . . 2 —-C-F ⁇ 1 , 1 ⁇ 1 ,. ⁇ 2 ⁇ -C- ⁇ F, j ⁇ f ⁇ ,
  • the derivative of J in (13) is related to time, so the relationship between dJ/dt and dJ/dT m has to be evaluated.
  • dJ/dt (dJ/dT m ) * (dT m /dt).
  • T 11 is the torque command to actuate the electric motor.
  • the control input to the motor can be a current command. Since torque is proportional to the current input, the current command can be computed via the motor torque constant for a given torque command, T m .
  • the current command corresponding to T n is passed through the saturation block 316 to ensure that the current value does not exceed the maximum rating of the input current for the selected motor.
  • FIG. 5 illustrates a flow diagram illustrating a control sequence of the present invention.
  • the wheel speed is received by the controller 312 as previously described.
  • the wheel slip is estimated for all four wheels based on the described algorithms.
  • the controller determines at step 404 whether the front left (FL) or front right (FR) wheel slip is greater than the desired slip. IfNO, then the controller 312 continues to monitor wheel slip at step 404. If however, the wheel of either the front left of front right wheel is greater than the desired slip, then at step 406, the torque value, T 1n , is calculated as well as the current command signal to be applied to the motor.
  • the current command signal is a current signal based on the computed torque value which is used to control the speed of the electric motor.
  • the wheel slip information (which is estimated via the wheel speed sensor data) is used through the control law. Once the slip value departs from the desired value during an acceleration slip event, the controller actuates the electric motor to provide additional traction to the rear wheels. [0053]
  • the current command signal is applied to the electric motor to drive the rear wheels at step 408. Once the current signal is applied to the rear wheels, the wheel slip estimate for all four wheels is used at step 410 to determine whether the desired front left or front right wheel slip has been achieved. If the front left or front right slip is greater than the desired slip, then the desired slip has not been achieved.
  • step 412 the controller reduces the front wheel drive torque by computing T m and actuating the electric motor to drive the rear wheels to achieve the desired slip. If, however, the answer is NO at step 410, then the desired wheel slip has been achieved.
  • the controller model was placed in a 14 degree-of- freedom vehicle model, thereby closing the loop.
  • the vehicle model was for a Volkswagen Golf.
  • the vehicle and motor parameters are shown in table 1.
  • the drive torque, the vehicle longitudinal velocity, and the wheel angular speeds were directly taken from the vehicle model.
  • the wheel slip ratio was calculated based on the vehicle longitudinal velocity and wheel speeds. It is noted that the drive torque and the vehicle longitudinal velocity were to be estimated in the final implementation of the control algorithm on a vehicle.
  • the commanded motor torque was calculated using equation (14).
  • the closed loop actuator controller ensures that the amount of torque transferred to the rear wheels is in accordance with the commanded torque. Simulation runs were performed for a straight-line acceleration maneuver on a packed snow surface. The following graphs show the comparison between driving situations without the controller and that with the controller, as well as the motor control torque, T 111 .
  • FIG. 6 depicts a graph showing front wheel slip ratios of an exemplary straight-line acceleration maneuver with and without a controller turned on in accordance with the present invention.
  • the controller effectively enhanced the front wheel traction by reducing the slip ratio from a maximum value of 60% to 50%.
  • the desired slip ratio of the front wheels (15-20%) was not achieved due, in part, to the lack of engine torque reduction via engine control.
  • This figure shows the performance comparison of the front wheel slip condition with or without the controller. Because one embodiment of the present invention can provide a sub-optimal solution in the first embodiment, the controlled performance does not reach the optimal slip value of 0.15. But it does reduce the slip level at the front wheels, thus increasing the overall traction. In the second embodiment, however, the front wheel slip performance can be substantially optimal.
  • FIG. 7 depicts a graph showing rear wheel slip ratio of an exemplary straight-line acceleration maneuver without and with the controller on, respectively. Due to the motor torque applied to the rear wheels, acceleration slip is introduced with the controller turned on, but the maximum value of acceleration slip was limited to 6.5%. This may be attributed to the underpowered motor (3.3 kW), which was picked as a test case, resulting in less wheel slip than the desired value of 15%.
  • the rear wheels can provide a sub-optimal traction to vehicle when it increases the slip ratio from zero.
  • FIG. 8 shows a plot of the control variable motor torque (Tm) to the rear wheels at differential output in accordance with the present invention.
  • Tm control variable motor torque
  • the graph is similar in shape to the graph of the rear wheel slip ratio.
  • This figure shows the change of the electrical motor output when the vehicle accelerates from a speed of zero to about twenty meters per second. This torque output can gain the vehicle more traction.
  • the X axis is time by seconds; the Y axis is torque by Newton'meter (N'm).
  • FIG. 9 shows the vehicle velocity without and with the controller turned on. According to this graph, the traction enhancement due to the controller resulted in increased vehicle speed by about 8% for the vehicle with controller on. This figure shows an increase in velocity or velocity enhancement by the controller.
  • the X axis is time in seconds and the Y axis is the longitudinal velocity in meters per second.
  • FIG. 10 depicts the comparison of the cost function for the vehicle without and with the proposed controller. It is clear that the cost function is significantly reduced with the controller. Equation (9) describes the objective function, 'J', which is minimized in process of the controller design. Without the controller activated, 'J' is much higher than that with the controller activated.

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Abstract

L'invention concerne un système d'amélioration de la traction d'un véhicule. Le système comprend un groupe motopropulseur hybride ayant un moteur et une transmission associés à une paire de roues avant du véhicule et un moteur électrique associé à une paire de roues arrière du véhicule, et un contrôleur adapté pour minimaliser l'erreur de patinage du véhicule sur une surface en activant et en commandant de manière dynamique le couple moteur du moteur électrique.
PCT/US2008/052588 2007-01-31 2008-01-31 Commande optimisée pour système à quatre roues motrices WO2008095067A1 (fr)

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WO2016185019A1 (fr) 2015-05-20 2016-11-24 Avl Commercial Driveline & Tractor Engineering Gmbh Procédé de commande de la vitesse de rotation d'au moins une roue d'un essieu pouvant être entraîné d'un véhicule à deux voies muni de deux essieux pouvant être entraînés, et véhicule à deux voies muni d'au moins deux essieux pouvant être entraînés
FR3109560A1 (fr) * 2020-04-23 2021-10-29 Valeo Equipements Electriques Moteur Ensemble de propulsion d’un véhicule électrique ou hybride
CN115158037A (zh) * 2022-09-06 2022-10-11 中国重汽集团济南动力有限公司 一种电动汽车四轮驱动电机扭矩分配方法及系统

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US6364807B1 (en) * 2000-06-30 2002-04-02 Ford Global Technologies, Inc. Control strategy for a hybrid powertrain for an automotive vehicle
US20040094342A1 (en) * 2002-09-03 2004-05-20 Takehiko Kowatari Hybrid car control apparatus

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US6364807B1 (en) * 2000-06-30 2002-04-02 Ford Global Technologies, Inc. Control strategy for a hybrid powertrain for an automotive vehicle
US20040094342A1 (en) * 2002-09-03 2004-05-20 Takehiko Kowatari Hybrid car control apparatus

Cited By (6)

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Publication number Priority date Publication date Assignee Title
WO2016185019A1 (fr) 2015-05-20 2016-11-24 Avl Commercial Driveline & Tractor Engineering Gmbh Procédé de commande de la vitesse de rotation d'au moins une roue d'un essieu pouvant être entraîné d'un véhicule à deux voies muni de deux essieux pouvant être entraînés, et véhicule à deux voies muni d'au moins deux essieux pouvant être entraînés
DE102015209244A1 (de) 2015-05-20 2016-11-24 Avl Commercial Driveline & Tractor Engineering Gmbh Verfahren zur Steuerung einer Raddrehzahl wenigstens eines Rades einer antreibbaren Achse eines zweispurigen Fahrzeugs mit zwei antreibbaren Achsen und zweispuriges Fahrzeug mit wenigstens zwei antreibbaren Achsen
US10407045B2 (en) 2015-05-20 2019-09-10 Avl Commercial Driveline & Tractor Engineering Gmbh Method for controlling a wheel rotational speed of at least one wheel of a drivable axle of a two-track vehicle having two drivable axles, and two-track vehicle having at least two drivable axles
EP3297862B1 (fr) 2015-05-20 2021-09-22 AVL Commercial Driveline & Tractor Engineering GmbH Procédé de commande de la vitesse de rotation d'au moins une roue d'un essieu pouvant être entraîné d'un véhicule à deux voies muni de deux essieux pouvant être entraînés, et véhicule à deux voies muni d'au moins deux essieux pouvant être entraînés
FR3109560A1 (fr) * 2020-04-23 2021-10-29 Valeo Equipements Electriques Moteur Ensemble de propulsion d’un véhicule électrique ou hybride
CN115158037A (zh) * 2022-09-06 2022-10-11 中国重汽集团济南动力有限公司 一种电动汽车四轮驱动电机扭矩分配方法及系统

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