Method and controller for controlling output torque of a propulsion unit
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G06F-019/00
G06G-007/70
출원번호
US-0382531
(2010-07-05)
등록번호
US-8447491
(2013-05-21)
국제출원번호
PCT/EP2010/003986
(2010-07-05)
§371/§102 date
20120106
(20120106)
국제공개번호
WO2011/003544
(2011-01-13)
발명자
/ 주소
Templin, Peter
출원인 / 주소
Volvo Lastvagnar AB
대리인 / 주소
WRB-IP LLP
인용정보
피인용 횟수 :
1인용 특허 :
14
초록▼
Method for controlling output torque (Teng) of a propulsion unit in a vehicle powertrain including driven wheels drivingly connected to the propulsion unit via a mechanical transmission with a drive shaft, wherein the method including the steps of registering driver torque demand (Td) for vehicle pr
Method for controlling output torque (Teng) of a propulsion unit in a vehicle powertrain including driven wheels drivingly connected to the propulsion unit via a mechanical transmission with a drive shaft, wherein the method including the steps of registering driver torque demand (Td) for vehicle propulsion, registering propulsion unit rotational speed (ωe), and controlling the output torque (Teng) of the propulsion unit to asymptotically follow the driver torque demand (Td) using a closed-loop linear-quadratic regulator (LQR) based controller (9) having the driver torque demand (Td) and the propulsion unit rotational speed (ωe) as input data, in order to minimize driveline oscillations.
대표청구항▼
1. A method for controlling output torque (Teng) of a propulsion unit in a vehicle powertrain comprising driven wheels drivingly connected to the propulsion unit via a mechanical transmission with a drive shaft, the method comprising: registering a driver torque demand (Td) for vehicle propulsion;re
1. A method for controlling output torque (Teng) of a propulsion unit in a vehicle powertrain comprising driven wheels drivingly connected to the propulsion unit via a mechanical transmission with a drive shaft, the method comprising: registering a driver torque demand (Td) for vehicle propulsion;registering a propulsion unit rotational speed (ωe);controlling the output torque (Teng) of the propulsion unit to asymptotically follow the driver torque demand (Td) using a closed-loop linear-quadratic regulator (LQR) based controller having the driver torque demand (Td) and the propulsion unit rotational speed (ωe) as input data, in order to minimize oscillations;receiving, via the closed-loop LQR based controller, a full state vector information ({circumflex over (x)}) from a state observer based on at least the propulsion unit rotational speed (ωe);generating, via the closed-loop LQR based controller, a controller torque demand (Tf) used for the controlling of the output torque (Teng) of the propulsion unit based on the driver torque demand (Td) and the full state vector information ({circumflex over (x)}),and wherein the controlling of the output torque (Teng) of the propulsion unit is realized by regulating at least the following three performance index components of the controller to zero:a time derivative of a drive shaft torque ({dot over (T)}shaft) of the drive shaft;an integrated difference (xu) between the driver torque demand (Td) and the controller torque demand (Tf); anda current difference between the driver torque demand (Td) and the controller torque demand (Tf). 2. The method according to claim 1, wherein the state observer is based on a Loop Transfer Recovery (LTR) design, and the state observer is adapted to generate the full state vector information ({circumflex over (x)}) based on at least the propulsion unit rotational speed (ωe) and the controller torque demand (Tf). 3. The method according to claim 1, wherein the full state vector information ({circumflex over (x)}) includes as a state variable at least a drive shaft torsion angle (θS). 4. The method according to claim 1, wherein the step of registering the driver torque demand (Td) for vehicle propulsion comprises the steps of: translating an accelerator pedal position into the driver torque demand (Td);deriving a torque reference set point (Tr) from the driver torque demand (Td) by comparing the driver torque demand (Td) with at least one active torque limitation, and setting the torque reference set point (Tr) to a minimum torque value out of torque values of a comparison;supplying the torque reference set point (Tr) to the closed-loop LQR based controller as the driver torque demand (Td). 5. The method according to claim 1, wherein the step of generating the controller torque demand (Tf) used for controlling the output torque (Teng) of the propulsion unit comprises the steps of: generating a compensated torque (Te) by the closed loop LQR based controller;comparing the compensated torque (Tc) with at least one active torque limitation, and;setting the controller torque demand (Tf) to a minimum torque value out of torque values of a comparison. 6. The method according to claim 1, comprising taking backlash into account in the method for controlling the output torque (Teng) of the propulsion unit by the following step: in case the powertrain backlash will be traversed, providing an intermediate torque hold value (Urhold) that a requested torque (Td, Tr) may not exceed until a contact mode is reached, in order to limit acceleration shocks following the traversing of the backlash. 7. The method according to claim 6, comprising including backlash angle (θb) as a state variable in the full state vector information ({circumflex over (x)});determining if the powertrain is in a negative side contact mode, a positive side contact mode, or a non-contact mode, based on state mode transition conditions;determining if the powertrain backlash will be traversed;determining the intermediate torque hold value (Urhold);controlling the output torque (Teng) of the propulsion unit by means of an optimal control law of the closed loop LQR based controller in a contact mode, and controlling the output torque (Teng) of the propulsion unit by means of an open-loop control during the non-contact mode. 8. The method according to claim 7, wherein the state mode transition conditions are based on a backlash angle (θb), a time derivative of the backlash angle ({dot over (θ)}b), and the drive shaft torque (Tshaft). 9. The method according to claim 8, wherein the state mode transition condition or conditions for determining when the goes from: the negative site contact mode to the non-contact mode is when the drive shaft torque (Tshaft)>0;the positive side contact mode to the non-contact mode is when the drive shaft torque (Tshaft)0,wherein the backlash angle (θb) is limited by −α≦θb≦α. 10. The method according to claim 6, wherein the intermediate torque hold value (Urhold) is determined by numerical optimization based on at least an estimate of a time derivative of the backlash angle ({dot over (θ)}b) at a time instance when an opposing side of the powertrain backlash is reached. 11. A propulsion unit torque controller for controlling output torque (Teng) of a propulsion unit in a vehicle powertrain comprising driven wheels drivingly connected to the propulsion unit via a mechanical transmission with a drive shaft, wherein the controller is a closed-loop linear-quadratic regulator (LQR) based controller, and the closed loop LQR based controller is arranged to control the output torque (Teng) of the propulsion unit by the following steps: registering a driver torque demand (Td) for vehicle propulsion;registering a propulsion unit rotational speed (ωe);controlling the output torque (Teng) of the propulsion unit to asymptotically follow the driver torque demand (Td) having the driver torque demand (Td) and the propulsion unit rotational speed (ωe) as input data, in order to minimize oscillations,wherein the dosed loop LQR based controller is arranged to:receive a full state vector information ({circumflex over (x)}) from a state observer based on at least the propulsion unit rotational speed (ωe);generate a controller torque demand (Tf) used for controlling an output torque (Teng) of the propulsion unit based on the driver torque demand (Td) and the full state vector information ({circumflex over (x)}), andwherein the closed loop LQR based controller is arranged to control the output torque (Teng) of the propulsion unit by regulating the following three performance index components of the controller to zero:a time derivative of a drive shaft torque ({dot over (T)}shaft) of the drive shaft;an integrated difference (xu) between the driver torque demand (Td) and the controller torque demand (Tf); anda current difference between the driver torque demand (Td) and the controller torque demand (Tf). 12. The propulsion unit torque controller according to claim 11, wherein the closed loop LQR based controller is arranged to take backlash into account when controlling the output torque (Teng) of the propulsion unit by: in case powertrain backlash will be traversed, providing an intermediate torque hold value (Urhold) that a requested torque (Td, Tr) may not exceed until a contact mode is reached, in order to limit acceleration shocks following the traversing of the backlash. 13. The propulsion unit torque controller according to claim 12, comprising including a backlash angle (θb) as a state variable in the full state vector information ({circumflex over (x)});determining if the powertrain is in a negative side contact mode, a positive side contact mode, or a non-contact mode, based on state mode transition conditions;determining if the powertrain backlash will be traversed;determining the intermediate torque hold value (Urhold);controlling the output torque (Teng) of the propulsion unit by means of optimal control law of the closed loop LQR based controller in contact mode, and controlling the output torque (Teng) of the propulsion unit by means of open-loop control during non-contact mode.
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