WO2021008674A1 - Système et procédé d'étalonnage d'une fonction de commande de couple d'un véhicule incluant un jeu de chaîne cinématique - Google Patents

Système et procédé d'étalonnage d'une fonction de commande de couple d'un véhicule incluant un jeu de chaîne cinématique Download PDF

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Publication number
WO2021008674A1
WO2021008674A1 PCT/EP2019/068903 EP2019068903W WO2021008674A1 WO 2021008674 A1 WO2021008674 A1 WO 2021008674A1 EP 2019068903 W EP2019068903 W EP 2019068903W WO 2021008674 A1 WO2021008674 A1 WO 2021008674A1
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WO
WIPO (PCT)
Prior art keywords
driveline
vehicle
torque
mathematical representation
backlash
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PCT/EP2019/068903
Other languages
English (en)
Inventor
Roger TORM
Jeroen De Smet
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Toyota Motor Europe
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Publication date
Application filed by Toyota Motor Europe filed Critical Toyota Motor Europe
Priority to PCT/EP2019/068903 priority Critical patent/WO2021008674A1/fr
Publication of WO2021008674A1 publication Critical patent/WO2021008674A1/fr

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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
    • 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
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0037—Mathematical models of vehicle sub-units
    • B60W2050/0041—Mathematical models of vehicle sub-units of the drive line
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque

Definitions

  • the present disclosure is related to a system and a method for calibrating a torque control function of a vehicle, in particular a feed-forward torque control function controlling an input torque applied by an engine or a motor to the driveline of the vehicle.
  • Conventional vehicles comprise an engine or in case of an electric / hybrid vehicle (additionally) one or several electric motors for generating a torque.
  • Said torque is input into a driveline (also called driving system) comprising e.g. a transmission and a power transfer system.
  • the driveline transfers the torque to the driving wheels of the vehicle, when the vehicle accelerates or decelerates.
  • vibrations may be additionally transmitted to the driveline.
  • external vibration sources may cause vibrations in the driveline.
  • vibrations may also cause further parts of the vehicle other than the driveline to vibrate.
  • a known vibration reduction control algorithm may be implemented based on a control logic in which a feedforward control function outputs a motor command torque and a feedback control function calculates a vibration reduction torque for suppressing speed vibration extracted as motor sensor speed and motor model speed.
  • a driving system transfer function outputs a final motor command torque obtained by summing the motor command torque and the vibration reduction torque.
  • the vibration reduction algorithm disclosed in US20130325285 includes optimized feedforward logic in which a request torque is divided into two or more different types of torques of which one of the two torques is provided two times with a time difference equal to half period from a vibration period of the driving system of the vehicle to reduce its vibration; and a feedback logic in which information from the driving system is processed and added to the motor command torque of the optimized feedforward logic.
  • the half period from a vibration of the driving system may be calculated by a motor velocity sensor measuring the motor velocity oscillations.
  • the vibration reduction algorithm described in US20130325285 is a combination of a feed-forward and a feed-back algorithm in order to reduce the vibration of the driving system. Additionally, the feed-forward algorithm is based on measurement of the actual system behavior, e.g. the motor velocity oscillations.
  • United States Patent 9,502,006 discloses a controlling method and system for reducing tip-in shock.
  • a system for calibrating a torque control function of a vehicle having a driveline wherein the torque control function controls an input torque applied to the driveline.
  • the system comprises (or is configured to carry out/calculate) a mathematical representation configured to simulate in the time domain vehicle and/or driveline dynamics in response to an applied input torque, the mathematical representation representing at least driveline backlash.
  • the system is configured to:
  • the calibration technique may be suitable for a fully automated process, for example by a combination of simulation techniques and an analytical approach.
  • Said simulation techniques may comprise simulating a physical model of the vehicle driveline and its vital components.
  • Said analytical approach may identify the most suitable system torque for one or more pre ⁇ defined response criteria, for example using a Laplace transform function.
  • the benefit of the system is a substantial reduction of the development resource in terms of man hours and requirements for a test vehicle or test track as well as an improvement of the calibration quality as mentioned above.
  • the input torque applied to the driveline may be generated by a torque generation unit, comprising, for example, an engine and/or one or several electric motors.
  • the mathematical function may enable simulation of the dynamic behavior of the vehicle under torque changes such as acceleration or deceleration.
  • the mathematical function may also be referred to as a mathematical simulation model simulating the vehicle and/or driveline dynamics.
  • a simulation model of the vehicle may be created and connected to the ECU (Electronic Control Unit) control model.
  • ECU Electronic Control Unit
  • control model is not necessarily a model of the complete ECU but may rather be a model of one specific function running in the ECU. Both models (vehicle/driveline and control function) may run in the same software package but this is not mandatory.
  • the frequency domain may be a complex domain describing frequency and damping characteristics of the dynamic response of the mathematical representation.
  • the transformation of the mathematical representation may be a Laplace or Fourier transformation.
  • the vehicle and/or driveline dynamics may represent characteristics of the driveline in operation and/or of at least one further part of the vehicle in operation other than the driveline. Examples of such other parts, for example suspension bushings of the vehicle, are listed below.
  • the driveline may comprise the whole torque transmission path from the torque generation unit to the driving wheels of the vehicle or at least a part of it, for example the transmission and/or a power transfer system.
  • the driveline may exclude the torque generation unit.
  • the driveline may include the wheels.
  • the vehicle and/or driveline dynamics may be also referred to as the dynamic behavior of the vehicle and/or the driveline under torque changes such as acceleration or deceleration.
  • the mathematical representation may represent at least one of:
  • the driveline backlash may be lumped driveline backlash.
  • the driveline backlash may be represented as a section of a stiffness curve of a driveshaft of the vehicle.
  • the driveline backlash may be represented in the frequency domain as a feedback loop.
  • the feedback loop may be located in the frequency domain to an input side of the vehicle road formula and/or vehicle powertrain characteristics and/or powertrain mounting system characteristics, and/or suspension bushings characteristics, and/or wheel and/or tire characteristics.
  • the system may comprise a backlash condition logic configured to provide a first control regime suited for limiting or avoiding shocks during removal of backlash, and a second control regime, suited for simulating an output torque sufficient for propelling the vehicle.
  • the backlash condition logic may be configured to switch between the first and second control regimes based on a twist angle value of a driveshaft of the vehicle, or representation thereof.
  • the system may be configured to apply a linearization to the mathematical representation, before the system transforms the mathematical representation into a complex domain.
  • Said linearization may comprise removing discontinuities, variable gains.
  • the linearization may be a linear motion equation of nth order.
  • the vehicle may comprise a torque generation unit (also referred to as power unit).
  • the torque control function may be configured to control characteristics of the torque generated by the torque generation unit. Said torque may be applied as input torque to the vehicle driveline.
  • the mathematical representation may have as input a variable representing the input torque applied to the vehicle's driveline. Additionally or alternatively the mathematical representation may have as response a variable representing the vehicle and/or driveline dynamics.
  • Said variable may be any mathematical expression comprising information about the driveline behaviour.
  • the vehicle and/or driveline dynamics may represent at least one of: - torque of wheel shafts of the vehicle,
  • the system may translate said desired response into a required input torque of the mathematical representation in the time domain in two steps:
  • the system may determine the required input torque based on the desired response in the frequency domain.
  • the system may translate said required input torque into the time domain.
  • the system may translate the desired response into the time domain and determine the required input torque based on the desired response in the time domain.
  • the torque control function may be a feed-forward torque control function.
  • the input torque may be applied by an engine and/or a motor of the vehicle to the driveline.
  • the torque generation unit may comprise the engine and/or a motor.
  • the system may comprise data storage for storing the mathematical representation, and an electronic controller configured to execute the mathematical representation.
  • the vehicle may comprise an electronic control unit (ECU) which controls the torque control function in the vehicle.
  • the system may comprise an electronic control unit (ECU) model simulating the ECU (or a part of the ECU) of the vehicle.
  • Said ECU model may be configured to control the torque control function of the simulated vehicle.
  • the simulated vehicle may be represented by the mathematical representation (by the mathematical simulation model, for example). Accordingly, the ECU model may control the simulated vehicle during the calibration process, for example, according to predetermined instructions of accelerating and/or decelerating the simulated vehicle.
  • the present disclosure further relates to a method of calibrating a torque control function of a vehicle having a driveline.
  • the torque control function controls an input torque applied to the driveline.
  • a mathematical representation simulates in the time domain vehicle and/or driveline dynamics in response to an applied input torque. The method comprises the steps of:
  • the method may comprise the step of simulating in the time domain vehicle and/or driveline dynamics in response to an applied input torque, for example by using the mathematical representation.
  • the method may comprise further method steps which correspond to the functions of the system, as described above.
  • the further method steps may be, as described below.
  • the frequency domain may be a complex domain describing frequency and damping characteristics of the dynamic response of the mathematical representation and/or the transformation of the mathematical representation may be a Laplace or Fourier transformation.
  • the mathematical representation may represent at least driveline backlash.
  • the mathematical representation may represent at least one of:
  • the method may comprise the further step of applying a linearization to the mathematical representation, for example before the step of transforming the mathematical representation into a complex domain.
  • Said linearization may comprise removing discontinuities, variable gains.
  • the linearization may be a linear motion equation of nth order.
  • the torque control function may control characteristics of the torque generated by the torque generation unit. Said torque may be applied as input torque to the vehicle driveline.
  • the mathematical representation may have as input a variable representing the input torque applied to the vehicle's driveline. Additionally or alternatively the mathematical representation may have as response a variable representing the vehicle and/or driveline dynamics.
  • Said variable may be any mathematical expression comprising information about the driveline behaviour.
  • the vehicle and/or driveline dynamics may represent at least one of:
  • the step of translating said desired response into a required input torque of the mathematical representation in the time domain may comprise or consist of two steps:
  • the system may determine the required input torque based on the desired response in the frequency domain.
  • the system may translate said required input torque into the time domain.
  • the translating step may comprise the step of translating the desired response into the time domain and determining the required input torque based on the desired response in the time domain.
  • the torque control function may be a feed-forward torque control function.
  • the present disclosure further relates to a computer program comprising instructions for executing the steps of the method, when the program is executed by a computer.
  • FIG. 1 shows a schematic block diagram of an exemplary system
  • FIG. 2 shows two flow charts (a) and (b) schematically illustrating exemplary vehicle and/or driveline dynamics in response to an applied input torque in time and frequency domain;
  • Fig. 3A-C show three flow charts schematically illustrating an exemplary methodology of determining calibration values for the torque control function
  • FIG. 4 shows a flow chart illustrating an exemplary method of calibrating a torque control function
  • Fig. 5 shows a flow chart schematically illustrating an exemplary methodology of calibrating the torque control function
  • Fig. 6 shows an exemplary calibration map.
  • FIG. 1 shows a block diagram of an exemplary system 10.
  • the system 10 may comprise an electronic controller 1, such as e.g. an electronic circuit, a processor (shared, dedicated, or group), a combinational logic circuit, a memory that executes one or more software programs, and/or other suitable components that provide the described functionality.
  • System 10 may be a computer device.
  • the electronic controller 1 may be configured to carry out a calibration method according to the present disclosure.
  • the system may further comprise a data storage 2 (for example a memory), which may store data, for example a computer program which when executed, carries out the calibration method according to the present disclosure.
  • a data storage 2 for example a memory
  • the system or the data storage may store software which comprises a mathematical representation 3 (for example a vehicle simulation model) according to the present disclosure.
  • the system or the data storage may further store software (for example an ECU model) which comprises a torque control function 4 according to the present disclosure.
  • the system 10 may comprise a vehicle simulation model 3 which simulates the driveline and/or vehicle characteristics of a vehicle, and an ECU model 4 of said vehicle which simulates the real Electronic Control Unit (ECU) controlling, for example, the power unit, driveline, and possibly other parts of said vehicle necessary for driving.
  • the ECU model 4 may further simulate the torque generated by the power unit in response to a control command input into the power unit.
  • Fig. 2 shows two flow charts (a) and (b) schematically illustrating exemplary vehicle and/or driveline dynamics in response to an applied input torque in time domain (a) and frequency domain (b).
  • steps of flow chart (b) correspond to those of flow chart (a) but have been transformed to the frequency (complex) domain.
  • the methods illustrated by flowchart (b) and/or by flowchart (a), may be carried out by the system 10.
  • an acceleration command is input into an ECU model.
  • Said acceleration command may correspond to the signal caused by the actuation of an acceleration pedal in a real vehicle, for example.
  • the ECU model determines the simulated torque Tp(t) which would be created by a power unit (for example an engine and/or an electric motor) in response to the acceleration command.
  • the simulated torque Tp(t) may have different patterns.
  • the simulated torque Tp(t) may comprise a change in torque with either positive or negative gradient.
  • Said torque is input into a simulation model (for example the mathematical representation) which in response may output simulated vehicle acceleration. Furthermore the simulation model outputs the simulated response Gx(t) of the vehicle, or at least of its driveline, in response to the torque input into the driveline. Said response may comprise vibrations of the driveline, for example.
  • the simulation model may be created and connected to the ECU control model which enables simulation of the dynamic behavior of the vehicle under torque changes (for example under acceleration or deceleration).
  • Contents of the vehicle simulation model may be a vehicle road load formula, a vehicle powertrain including torsional characteristics (driveshaft), powertrain mounting system, suspension bushings, and or the combination of wheel and tire.
  • the flowchart (b) corresponds to flowchart (a) but has been transformed to the frequency domain. Accordingly, the ECU model outputs a torque Tp(s) in the frequency domain which is input into the transformed mathematical representation.
  • Said mathematical representation may be obtained by linearization and Laplace transformation (or for example by a Fourier transformation) of the mathematical representation of flowchart (a). Consequently, the transformed mathematical representation outputs a complex response Gx(s).
  • a transfer function may be obtained after a linearization process and transformation to the complex Laplace domain.
  • the transfer function (the mathematical representation) describes the dynamics of the virtual (simulated) driveline and/or vehicle, however in the (complex) s-domain and not in the time domain.
  • the mentioned step of linearization may comprise removing discontinuities, variable gains, delays, etc. from the mathematical representation. Said linearization step may result in a linear motion equation of the nth order. [0084] After the linearization step, the mathematical representation becomes a linear equation of motion of nth order. However, for each pre defined condition a separate linear equation of the system state will be defined. The linearization itself is the process of converting the non-linear equations of motion (or equivalent mathematical/graphical representation in a software) into linear equations of motion of the system for that specific condition.
  • the mentioned step of Laplace transformation may comprise a domain change from time to a complex variable s.
  • Said variable s may comprise frequency and damping.
  • the ordinary differential equations (ODE) may become a polynomial with no derivatives.
  • the ODEs may be regarded as the model itself in its mathematical form. These are the equations of motion (also referred to as "motion equations") which define a set of outputs as a function of another set of inputs, as well as the model states and its derivatives in time. The fact that it is a function of some variables and its derivatives makes them differential equations, which are difficult to solve. Laplace transformation (or similar transformations) allows this set of differential equations to be represented as ordinary equations (of a complex variable) with no derivatives, what is significantly easier to solve.
  • the complex response Gx(s) output by the transformed mathematical representation may be described as a combination of poles around the real axis Re(s) and the imaginary axis Im(s) in the s-plane.
  • the simulation model (which may lack the control unit model) may also be referred to as a plant.
  • Said plant may be of any form (mathematical expression, software representation, non-linear or linear, in time domain or complex domain etc.).
  • the 2-dimensional (s- plane) pole location representation is a way of visualizing the dynamic response of this plant to a given arbitrary input.
  • Fig. 3A-C show three flow charts schematically illustrating the exemplary methodology of determining the calibration values for the torque control function.
  • the flow chart in figure 3A shows the original plant response Gx(s) in complex domain (plant characterized as poles in s plane - see chart 30 of Fig. 3A) and the response Gx(t) in time domain (see chart 20 of Fig. 3A), comparable to flowcharts (a) and (b) of fig. 2.
  • the problem is visible that a continuously increasing and subsequently constant input torque Tp (cf. chart 10 of Fig. 3A) in the time domain results in a undesired response Gx(t) (cf. chart 20 of Fig. 3A) of the vehicle and/or driveline, as simulated by the (transformed) mathematical representation N(s) / D(s) .
  • the input torque shape in fig. 3A is just an example.
  • a very dynamic or rapidly changing input may result in a dynamic output, for example a dynamic system response.
  • That specific output is a result of the system including resonant frequencies (represented by the pole pairs located far from the real axis in s-plane) and which could be experienced as negative by the vehicle user.
  • the purpose of this control function and methodology to pre-define is to become able to design the system response according to the requirements by modification of the input torque.
  • the Denominator D(s) may provide information (for example by pole location) of the system's resonant frequencies and their independent damping rates.
  • the response Gx(t) may not increase continuously (but may comprise several local maxima) what may be due to the vibrations in the driveline, for example as a consequence of amplified frequencies due to the system dynamic properties, as explained previously.
  • a "desired response" G*x(s) is defined in the complex domain (s-domain or frequency domain), as it is shown in the flow chart of Fig. 3B. This may be achieved by re-arranging the pole pairs (cf. chart 40 of Fig. 3B). The resulting response G*x has a shape in the time domain (cf. chart 50 of Fig. 3B) has a shape according to our requirements.
  • the methodology of pole placement may be used. This methodology may be based on the principle that if the damping ratio of each pole pair (resonant frequency, or vibration mode) is close to 1, there will be no (or small, or acceptable) overshoot, hence, oscillations, in the response.
  • the damping ratio of each pole pair is related to its location in the s-plane. Changing this location means creating a different D part of the transfer function (identified as D* in figures 3B-C), for example changing the plant, which is only possible in a theoretical way.
  • an efficient way to avoid undesired oscillations on the output may be to remove from the input the frequencies that would otherwise be amplified by the plant (cf. chart 60 of Fig. 3C).
  • the purpose of the control function is to transform an arbitrary input torque shape Tp (with a random frequency content) into a modified torque shape T*p in which some of its frequencies have been removed, so that they are not amplified later by the plant (a time-domain representation of T*p is shown in chart 80 of Fig. 3C).
  • the resulting equivalent dynamic G*x response is the same as that of a theoretical plant with custom pole locations (shown previously in chart 50 of Fig. 3B).
  • the modifications developed and applied in the simulation to obtain the modified torque shape are represented as D/D*.
  • the modifications are labelled as "control" to reflect the possibility that these modifications may, for example, be implemented in the control unit of the vehicle. In this regard, they may be implemented passively through feed-forward control, rather than actively through sensor-based feedback control.
  • said desired response can be translated through the mathematical representation N(s)/D(s) (the linearized function) to the corresponding input torque of the system.
  • the calibration values of the (feed-forward) torque control function may be obtained.
  • Fig. 4 shows a flow chart illustrating the exemplary method of calibrating a torque control function.
  • step SI the mathematical representation f(t) is transformed into a frequency domain F(s). This may be done by a Laplace or a Fourier transformation, possibly with the preceding step of linearization.
  • step S2 a desired response G*x(s) of the transformed mathematical representation is defined in the frequency domain.
  • the optimum response of the simulation model (the mathematical representation) is calculated.
  • step S3 said desired response G*x(s) of the mathematical representation is translated into a required input torque in the time domain.
  • the input torque T*p(s) which is required to obtain said desired response G*x(s) is calculated.
  • Step S3 may consist of two sub-steps. First, the required input torque T*p(s) in the frequency domain is determined. Subsequently, said torque T*p(s) in the frequency domain is transformed to the torque T*p(t) in the time domain.
  • step S4 the torque control function is calibrated based on the required input torque.
  • the one or several calibration values may be determined based on the required input torque (T*p(s) or T*p(t)). Said value or values may be used to adapt (calibrate) the torque control function.
  • the one or several calibration values may be a calibration map which is used to obtain a maximum increase/decrease rate of Tp per calculation step in the ECU, as a function of the current Tp value.
  • the final calibration map may be obtained by representing the modified input torque rate (its derivative) as a function of the modified input torque.
  • the driveline backlash may be comprised by the vehicle driveline model.
  • An example of this is represented in figure 5.
  • FIG. 5 an arbitrary input torque T'p is inputted into a backlash condition logic in the frequency domain.
  • a time-domain representation of T'p is shown in chart 100 of Fig. 5, including a so-called “pre-backlash” interval and a so-called “post-backlash” interval located respectively to the left and right sides of a so-called “backlash” interval containing an intercept of the zero-torque line.
  • the driveline may be urging the motor in rotation, for example, whereas in the post-backlash interval, the motor may be driving the driveline in rotation, for example, and in the backlash interval, backlash present in the driveline is reduced as the motor transitions between being driven by the driveline and driving the driveline.
  • the post-backlash interval of T'p(t) is identical to the input torque Tp(t) shown in figure 3A.
  • the backlash condition logic may be configured to provide a first behavior regime, corresponding to backlash being substantially absent, and a second behavior regime, corresponding to presence and/or removal of backlash, and application of these behavior regimes to the input torque T'p yields a modified input torque T°p, of which a time-domain representation is visible in chart 200 of Fig. 5. Intervals labeled I correspond to the first behavior regime, and the interval labeled II corresponds to the second behavior regime.
  • the first behavior regime may include a control first regime, suited for managing output torque when backlash is substantially absent, and the second behavior regime may include a second control regime, suited for limiting or avoiding shocks as backlash is removed.
  • the second behavior regime may include a second control regime, suited for limiting or avoiding shocks as backlash is removed.
  • changes in torque are restricted (power is restricted) during the second control regime, compared to during the first control regime.
  • the driveline backlash compensation may be provided in a feed-back step of the simulation of vehicle's driveline dynamics.
  • the backlash condition logic may determine whether backlash is present or absent on the basis of a twist angle value of the vehicle's driveshaft (or representation of the vehicle's driveshaft within the vehicle model).
  • the backlash condition logic may comprise a stiffness curve of the driveshaft.
  • the stiffness curve may comprise a relatively low stiffness for when the absolute value of the twist angle is relatively small, and a relatively large stiffness for when the absolute value of the twist angle is relatively large.
  • the backlash condition logic may impose the first control regime, and when the absolute value of the twist angle is relatively small, the backlash condition logic may impose the second control regime. In this way, it may be possible to limit or reduce vibrations caused by abrupt removal of backlash.
  • Driveshaft twist angle may be a suitable criterion for transitioning between control regimes because a torque applied to the driveline that is sufficient for removing backlash may be considerably less than a torque applied to the driveline which is sufficient for moving the vehicle.
  • the one or more intermediate stiffnesses may be greater than the relatively small stiffness and less than the relatively large stiffness.
  • driveline backlash may be distributed between these interfaces (for example, a geartrain comprising multiple meshes may exhibit backlash that is distributed across two or more of these meshes).
  • the driveline backlash represented by the mathematical representation may, for example, be a lumped driveline backlash, in which backlash distributed amongst two or more interfaces are represented as a single unit.
  • the lumped driveline backlash may represent all backlash distributed across the driveline as a single unit.
  • the lumped driveline backlash may comprise at least a first unit and a second unit, wherein the first unit represents backlash distributed across at least a first interface and a second interface, and the second unit represents backlash present in at least a third interface.
  • the plant model is represented in the frequency domain as N°(s)/D°(s), to differentiate it from the plant model (N(s)/D(s)) represented in figures 3A & 3C, which may, for example, simply represent backlash as a reversible phenomenon occurring at low torque.
  • N°(s)/D°(s) represented in figures 3A & 3C, which may, for example, simply represent backlash as a reversible phenomenon occurring at low torque.
  • N°(s)/D°(s) yields G°x (represented in the time domain in an exemplary manner at chart 120 of figure 5), which represents the response of the vehicle as affected by backlash (and any possible compensation therefor).
  • G°x may correspond in other respects to Gx described in the flow chart of figure 3A.
  • N°(s)/D°(s) is modified theoretically by replacing D°(s) with D°*(s), such that inputting T°p(s) into N°(s)/D°*(s) yields the "desired response" G'*x(s).
  • a control term D°(s)/D°*(s) is created, which modifies T°p(s) into T°*p(s).
  • T°*p(s) into the plant model N°(s)/D°(s) yields the desired response G'*x(s).
  • a time-domain representation of G'*x is shown in chart 400 of Fig. 5, including a "pre-backlash” interval and a "post-backlash” interval. To facilitate comparison with the method shown in figures 3A-C, the post-backlash interval of G'*x is substantially identical to the response G*x shown in figures 3B & 3C.
  • Figure 6 shows an exemplary calibration map obtainable from the methods shown in figures 3A-C and 5.
  • the variable "T” is used to represent the arbitrary input torques Tp (in the case of the method shown in figures 3A-C) and T'p (in the case of the method shown in figure 5). It can be seen that calibrating without driveline backlash modeling may produce a similar map to calibrating with driveline backlash modeling. Flowever, when backlash modeling is included, the map may be adjusted automatically, for example by translating the map along the x-axis. Such translation may provide for automatic compensation of phenomena such as friction.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne un système destiné à étalonner une fonction de commande de couple d'un véhicule doté d'une chaîne cinématique, la fonction de commande de couple commandant un couple d'entrée appliqué à la chaîne cinématique, le système comportant une représentation mathématique configurée pour simuler dans le domaine temporel la dynamique du véhicule et/ou de la chaîne cinématique en réponse à un couple d'entrée appliqué, la représentation mathématique représentant au moins un jeu de chaîne cinématique, le système étant configuré pour: transformer la représentation mathématique vers le domaine fréquentiel, définir une réponse souhaitée de la représentation mathématique transformée dans le domaine fréquentiel, traduire ladite réponse souhaitée de la représentation mathématique en un couple d'entrée requis dans le domaine temporel, et étalonner la fonction de commande de couple d'après le couple d'entrée requis.
PCT/EP2019/068903 2019-07-12 2019-07-12 Système et procédé d'étalonnage d'une fonction de commande de couple d'un véhicule incluant un jeu de chaîne cinématique WO2021008674A1 (fr)

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