Pre-loading drivetrain to minimize electric vehicle rollback and increase drive responsiveness
Pre-loading drivetrain to minimize electric vehicle rollback and increase drive responsiveness. In an exemplary embodiment, a method includes (a) detecting that an electric vehicle is stationary, a brake is engaged, and an accelerator is not engaged, and (b) controlling a vehicle motor to transition from a first mode to a second mode in response to (a). In the first mode, the motor is controlled to output torque in response to the accelerator position, and in the second mode, the motor is controlled to output torque sufficient to preload the electric vehicle. The method also includes (c) detecting the brake is transitioning away from being engaged and the accelerator is not engaged, and (d) controlling the motor to operate in a third mode in response to (c). In the third mode the motor is controlled to output torque sufficient to maintain the electric vehicle stationary.
1. A method comprising:
(a) detecting an electric vehicle is stationary, a brake is engaged, and an accelerator is not engaged, wherein the vehicle has a motor;
(b) controlling the motor to transition from a first mode to a second mode in response to (a), wherein in the first mode, the motor is controlled to output torque in response to the accelerator position, and wherein in the second mode, the motor is controlled to output torque sufficient to preload the electric vehicle;
(c) detecting the brake is transitioning away from being engaged and the accelerator is not engaged; and
(d) controlling the motor to operate in a third mode in response to (c), wherein in the third mode the motor is controlled to output torque sufficient to maintain the electric vehicle stationary.
2. The method of claim 1 , wherein the preload of the electric vehicle involves applying sufficient torque to minimize slack along a torque path from the motor shaft to a ground.
3. The method of claim 1 , wherein the slack is caused by at least one of free play due to tolerances in gears, loose mechanical coupling in joints, spring forces based on stiffness of a drive shaft, rubber mounts between motor and chassis, spring forces on a rear axle, and sources of angular displacement or elasticity.
4. The method of claim 1 , wherein the electric vehicle is disposed on a sloped surface.
5. The method of claim 1 , further comprising:
(e) while in the third mode in (d), detecting the brake is not engaged and the accelerator is engaged; and
(f) controlling the motor to operate in the first mode in response to (e).
6. The method of claim 1 , further comprising:
(e) while in the third mode in (d), detecting the brake is re-engaged; and
(f) controlling the motor to operate in the second mode in response to (e).
7. The method of claim 1 , wherein upon transition into the second mode in (b), the control involves ramping the torque from an initial value to a motor torque sufficient to preload the electric vehicle using a slew limit.
8. The method of claim 1 , wherein there is delay between the brake releasing and (c).
9. An apparatus comprising:
a control circuit that performs operations of:
(a) detecting an electric vehicle is stationary, a brake is engaged, and an accelerator is not engaged, wherein the electric vehicle has a motor;
(b) controlling the motor to transition from a first mode to a second mode in response to (a), wherein in the first mode, the motor is controlled to output torque in response to the accelerator position, and wherein in the second mode, the motor is controlled to output torque sufficient to preload the electric vehicle;
(c) detecting the brake is transitioning away from being engaged and the accelerator is not engaged; and
(d) controlling the motor to operate in a third mode in response to (c), wherein in the third mode the motor is controlled to output torque sufficient to maintain the vehicle stationary.
10. The apparatus of claim 9 , wherein the preload of the electric vehicle involves applying sufficient torque to minimize slack along a torque path from the motor shaft to a ground.
11. The apparatus of claim 9 , wherein the slack is caused by at least one of free play due to tolerances in gears, loose mechanical coupling in joints, spring forces based on stiffness of a drive shaft, rubber mounts between motor and chassis, spring forces on a rear axle, and sources of angular displacement or elasticity.
12. The apparatus of claim 9 , wherein the electric vehicle is disposed on a sloped surface.
13. The apparatus of claim 9 , further comprising:
(e) while in the third mode in (d), detecting the brake is not engaged and the accelerator is engaged; and
(f) controlling the motor to operate in the first mode in response to (e).
14. The apparatus of claim 9 , further comprising:
(e) while in the third mode in (d), detecting the brake is re-engaged; and
(f) controlling the motor to operate in the second mode in response to (e).
15. The apparatus of claim 9 , wherein upon transition into the second mode in (b), the control involves ramping the torque from an initial value to a motor torque sufficient to preload the electric vehicle using a slew limit.
16. The apparatus of claim 9 , wherein there is delay between the brake releasing and (c).
17. An electric vehicle comprising:
a motor; and
means for controlling the motor to transition from a first mode to a second mode in response to detecting the electric vehicle is stationary, a brake is engaged, and an accelerator is not engaged, wherein in the first mode, the motor is controlled to output torque in response to the accelerator position, and in the second mode, the motor is controlled to output torque sufficient to preload a vehicle drivetrain, wherein the means is also for detecting that the brake is transitioning away from being engaged and the accelerator is not engaged, wherein the means is also for controlling the motor to operate in a third mode in response to detecting that the brake is transitioning away from being engaged and the accelerator is not engaged, and wherein in the third mode, the motor is controlled to output torque sufficient to maintain the electric vehicle stationary.
18. The electric vehicle of claim 17 , wherein the means is a control circuit.