Controlling a drive torque and drive train assembly

1. A method for controlling a motor torque of an electric motor in a driveline of a motor vehicle, the driveline comprising a first side shaft for driving a first vehicle wheel, a second side shaft for driving a second vehicle wheel, a controllable first friction clutch which is associated with the first side shaft, and a controllable second friction clutch which is associated with the second side shaft, and a drive member arranged in a power path between the electric motor and at least one of the first and second friction clutch; wherein the method comprises:

obtaining a drive speed value representing the rotation speed of the drive member;

obtaining a first wheel speed value representing the rotation speed of the first vehicle wheel;

obtaining a second wheel speed value representing the rotation speed of the second vehicle wheel;

determining a transmittable first clutch torque for the first friction clutch as a function of the first wheel speed value relative to the drive speed value;

determining a transmittable second clutch torque for the second friction clutch as a function of the second wheel speed value relative to the drive speed value;

determining a smaller one of the transmittable first clutch torque and the transmittable second clutch torque;

obtaining a vehicle speed value representing the vehicle speed and determining that the vehicle speed value is one of above or below a predetermined speed threshold value; and

selecting one of a high torque mode or a low torque mode according to the vehicle speed value being below the predetermined speed threshold value or above the predetermined speed threshold value;

wherein in the high torque mode a motor torque generated by the electric motor is provided without being limited; and

wherein in the low torque mode the motor torque generated by the electric motor is less than twice the smaller one of the transmittable first clutch torque and the transmittable second clutch torque, plus an additional torque of up to 50% of a maximum generatable torque of the electric motor.

2. The method according to claim 1 , further comprising:

obtaining a lateral acceleration value representing a lateral acceleration of the motor vehicle and generating a lateral acceleration signal,

wherein the electric motor is controlled as a function of the lateral acceleration signal, such that:

the electric motor is controlled in the high torque mode when the lateral acceleration signal is above a defined lateral acceleration threshold value, and

the electric motor is controlled in the low torque mode when the lateral acceleration signal is below the defined lateral acceleration threshold.

3. The method according to claim 2 ,

wherein the lateral acceleration signal is used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

4. The method according to claim 1 ,

wherein the motor vehicle has a driven front axle and a rear axle, wherein the driveline which is drivable by the electric motor is assigned to the rear axle,

the method further comprising:

detecting a differential speed between a first side shaft and a second side shaft of the front axle; and

controlling the electric motor depending on the differential speed such that:

the electric motor is controlled in the high torque mode when the differential speed is below a defined differential speed threshold, and

the electric motor is controlled in the low torque mode when the differential speed is above the defined differential speed threshold.

5. The method according to claim 1 , further comprising:

generating wheel speed signals of the first wheel speed value and the second wheel speed value, wherein the wheel speed signals are used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

6. The method according to claim 1 , further comprising:

obtaining a steering value representing a steering angle of the motor vehicle and generating a steering signal, wherein the steering signal is used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

7. The method according to claim 1 ,

wherein, to determine the transmittable first clutch torque, a speed of a first clutch input part is compared with a speed of a first clutch output part and,

wherein, to determine the transmittable second clutch torque, a speed of the a clutch input part is compared with a speed of a second clutch output part.

8. The method according to claim 1 ,

wherein the motor torque of the electric motor is positive, wherein the electric motor in the high torque mode is set to a maximum generatable driving torque, or

wherein the motor torque of the electric motor is negative, wherein the electric motor in the high torque mode is set to a maximum generatable braking torque.

9. A driveline assembly for a motor vehicle, comprising:

a driveline with an electric motor, a first side shaft for driving a first vehicle wheel, a second side shaft for driving a second vehicle wheel, a controllable first friction clutch which controls a torque transmittable by the first side shaft, a controllable second friction clutch which controls a torque transmittable by the second side shaft, and a drive member arranged in a power path between the electric motor and at least one of the first friction clutch and the second friction clutch; and

an electronic control unit that is configured to:

obtain a first wheel speed value representing the rotation speed of a first vehicle wheel, a second wheel speed value representing the rotation speed of a second vehicle wheel, and a drive speed value representing the rotation speed of the drive member;

obtain the drive speed value representing the rotation speed of the drive member;

obtain the first wheel speed value representing the rotation speed of the first vehicle wheel;

obtain the second wheel speed value representing the rotation speed of the second vehicle wheel;

determine a transmittable first clutch torque for the first friction clutch as a function of the first wheel speed value relative to the drive speed value;

determine a transmittable second clutch torque for the second friction clutch as a function of the second wheel speed value relative to the drive speed value;

determine a smaller one of the transmittable first clutch torque and the transmittable second clutch torque;

obtain a vehicle speed value representing the vehicle speed and comparing the vehicle speed value with a predetermined speed threshold value;

if the vehicle speed value is below the predetermined speed threshold value:

control the electric motor in a high torque mode such that a motor torque generated by the electric motor is provided without being limited;

if the vehicle speed value is above the predetermined speed threshold value:

control the electric motor in a low torque mode such that the motor torque generated by the electric motor is less than twice the smaller one of the transmittable first clutch torque and the transmittable second clutch torque, plus additionally up to 50% of a maximum generatable torque of the electric motor.

10. The driveline assembly according to claim 9 ,

wherein the first friction clutch comprises a first outer plate carrier drivingly connected to the electric motor and a first inner plate carrier drivingly connected to the first side shaft, and,

wherein the second friction clutch comprises a second outer plate carrier drivingly connected to the electric motor, and a second inner plate carrier drivingly connected to the second side shaft,

wherein the first outer plate carrier and the second outer plate carrier are connected to one another in a rotationally fixed manner.

11. The driveline assembly according to claim 9 ,

wherein the driveline with the electric motor is associated with a rear axle of the motor vehicle, wherein a driveline for driving a front axle of the motor vehicle is further provided, which is mechanically separated from the driveline of the rear axle.

12. The driveline assembly according to claim 9 , wherein the first friction clutch and the second friction clutch are each continuously variable between an open position in which no torque is transmitted and a closed position in which a full torque is transmitted.

13. The driveline assembly according to claim 9 , wherein the electronic control unit is further configured to:

obtain a lateral acceleration value representing a lateral acceleration of the motor vehicle and generating a lateral acceleration signal,

wherein the electric motor is controlled as a function of the lateral acceleration signal, such that:

the electric motor is controlled in the high torque mode when the lateral acceleration signal is above a defined lateral acceleration threshold value, and

the electric motor is controlled in the low torque mode when the lateral acceleration signal is below the defined lateral acceleration threshold.

14. The driveline assembly according to claim 13 , wherein the electronic control unit is further configured such that the lateral acceleration signal is used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

15. The driveline assembly according to claim 9 ,

wherein the motor vehicle has a driven front axle and a rear axle, wherein the driveline which is drivable by the electric motor is assigned to the rear axle, and

wherein the electronic control unit is further configured to:

detect a differential speed between a first side shaft and a second side shaft of the front axle; and

control the electric motor depending on the differential speed such that:

the electric motor is controlled in the high torque mode when the differential speed is below a defined differential speed threshold, and

the electric motor is controlled in the low torque mode when the differential speed is above the defined differential speed threshold.

16. The driveline assembly according to claim 9 , wherein the electronic control unit is further configured to:

generate wheel speed signals of the first wheel speed value and the second wheel speed value, wherein the wheel speed signals are used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

17. The driveline assembly according to claim 9 , wherein the electronic control unit is further configured to:

obtain a steering value representing a steering angle of the motor vehicle and generate a steering signal, wherein the steering signal is used to determine at least one of:

the motor torque of the electric motor,

a target speed of the electric motor,

the transmittable first clutch torque of the first clutch, or

the transmittable second clutch torque of the second clutch.

18. The driveline assembly according to claim 9 , wherein the electronic control unit is further configured such that,

to determine the transmittable first clutch torque, a speed of a first clutch input part is compared with a speed of a first clutch output part and,

to determine the transmittable second clutch torque, a speed of a second clutch input part is compared with a speed of a second clutch output part.

19. The driveline assembly according to claim 9 , wherein the electronic control unit is further configured such that,

if the motor torque of the electric motor is positive, the electric motor in the high torque mode is set to a maximum generatable driving torque, and

if the motor torque of the electric motor is negative, the electric motor in the high torque mode is set to a maximum generatable braking torque.