Frequency splitting and independent limitation of vehicle torque control

1. A method for optimizing torque control in a vehicle having a control system and a powertrain, wherein the powertrain includes a clutch, an electric traction motor powered via a battery, and a rotating member, and wherein the control system is configured to execute a proportional-integral (PI) control algorithm and a state space observer providing a state space feedback control law, the method comprising:

generating a closed-loop total proportional torque command using the state space feedback control law;

generating a total integral torque command by executing the PI control algorithm;

selectively splitting the total proportional torque command into a high-frequency proportional torque component and a low-frequency proportional torque component, via a frequency splitting routine or a calibrated low-pass filter, when speed control of the rotating member is required;

selectively assigning a higher priority to the low-frequency proportional torque component than the high-frequency proportional torque component during a predetermined vehicle constraint, wherein the predetermined vehicle constraint is a power constraint of the battery, a torque constraint of the clutch, or a torque constraint of the electric traction motor;

passing a total proportional torque from the controller to the rotating member to provide driveline damping control when the speed control of the rotating member is not required; and

passing the high-frequency proportional torque component to the rotating member to provide driveline damping control, and passing the low-frequency torque component and the total integral torque command through a common speed control path to the rotating member when the speed control of the rotating member is required.

2. The method of claim 1 , wherein selectively splitting the total proportional torque command includes passing the total proportional torque command through the calibrated low-pass filter to thereby isolate the low-frequency proportional torque component.

3. The method of claim 1 , wherein selectively splitting the total proportional torque command includes calculating the high-frequency proportional torque component via the frequency splitting routine by subtracting the low-frequency proportional torque component from the total proportional torque command.

4. The method of claim 1 , further comprising:

selectively resetting or bleeding to zero the low-pass filter used for splitting the total proportional torque command upon detecting the presence of a fixed gear state of the vehicle.

5. The method of claim 1 , further comprising:

applying separate gain limiters to the high-frequency torque component and the low-frequency torque component during the predetermined vehicle constraint.

6. The method of claim 1 , wherein the speed control of the rotating member is required during the predetermined vehicle constraint, the method further comprising:

temporarily limiting the driveline damping torque for only as long as the vehicle constraint remains present.

7. A vehicle comprising:

a controller having a proportional-integral (PI) control algorithm and a state space observer providing a state space feedback control law; and

a powertrain having a clutch, an electric fraction motor powered via a battery, and a rotating member whose speed and damping characteristics are controlled by the controller;

wherein the controller is configured for:

generating a total proportional torque command using the state space feedback control law of the state space observer;

generating a total integral torque command by executing the PI control algorithm;

selectively splitting the total proportional torque command into a high-frequency proportional torque component and a low-frequency proportional torque component via a frequency splitting routine or a calibrated low-pass filter when speed control of the rotating member is required; and

when the speed control is required:

selectively assigning a higher priority to the low-frequency component than the high-frequency component during a predetermined vehicle constraint, wherein the predetermined vehicle constraint is one of a power constraint of the battery, a torque constraint of the clutch, and a torque constraint of the electric traction motor;

passing the low-frequency proportional torque component and the total integral torque command to the rotating member through a common speed control path to thereby provide speed control over the rotating member; and

passing the high-frequency proportional torque component to the rotating member to provide driveline damping control via the rotating member; and

when the speed control is not required:

passing the total proportional control torque to the rotating member to provide driveline damping control.

8. The vehicle of claim 7 , wherein selectively splitting a total proportional torque command includes using the calibrated low-pass filter, and wherein a filtering frequency of the low-pass filter is allowed to vary with an operating mode of the vehicle.

9. The vehicle of claim 7 , wherein the powertrain includes a transmission, and wherein the rotating member is connected to the electric traction motor and is used to control an input speed to the transmission.

10. The vehicle of claim 7 , wherein the controller is configured for bleeding down the low-frequency torque component to a zero value when the low-pass filter is reset via a software trigger.