Method of drive quality control and shift management for electric vehicles involving multiple traction drive motors
A control apparatus and method for a two motor drive system of an electric vehicle A spline connects the two Motors, and a second spline connects a motor to a transmission. The control apparatus is configured to in positive driving traction, initiate torque change of the first motor and delay torque change of the second motor, in negative driving traction, initiate torque change of the second motor and delay torque change of the first motor, in downshift of the transmission, initiate torque change of the first motor and delay torque change of the second motor, and in upshift of the transmission, initiate torque change of the second motor and delay torque change of the first motor. The control of torque and the initiation sequence of torque change between the two motors is such that impacts from backlash are substantially reduced, and vibration and noise phenomena are minimal.
1. A control apparatus for a drive system of an electric vehicle, wherein the drive system includes a first motor connected to a second motor by a first spline, and a second spline connecting the second motor to a transmission, the control apparatus comprising circuitry configured to
in positive driving traction, initiate torque or speed change of the first motor and delay torque or speed change of the second motor,
in negative driving traction, initiate torque or speed change of the second motor and delay torque or speed change of the first motor,
in downshift of the transmission, initiate torque or speed change of the first motor and delay torque or speed change of the second motor, and
in upshift of the transmission, initiate torque or speed change of the second motor and delay torque or speed change of the first motor.
2. The control apparatus of claim 1 , wherein the delay in torque or speed change is less than a tenth of a second.
3. The control apparatus of claim 1 , wherein in the negative driving traction, the delay, of the torque or speed change of the first motor is such that a gap in teeth of the first spline and a connection to the first motor is kept closed.
4. The control apparatus of claim 1 , wherein the circuitry determines a target torque or speed for each motor that maximizes power conversion efficiency of the motors.
5. The control apparatus of claim 1 , wherein gear shifting in the transmission is accomplished by controlling, via the circuitry, speed synchronizing between motor speed of both of the first and second motors and vehicle speed measured at a clutch for an oncoming gear.
6. The control apparatus of claim 1 , wherein the positive driving traction is where a first motor connection pushes teeth of the first spline based on an acceleration indication from an acceleration pedal of the electric vehicle.
7. The control apparatus of claim 6 , wherein the negative driving traction is where mass of the electric vehicle is pulling the first motor such that the first motor connection contacts the teeth of the first spline on a side opposite a side of the teeth that is pushed,
wherein the negative driving traction is based on a change of the accelerator pedal from the acceleration indication to a back force indication.
8. The control apparatus of claim 1 , wherein in the downshift of the transmission, the circuitry sets an operating mode of each motor to be in one of torque mode or speed mode.
9. The control apparatus of claim 1 , wherein in the upshift of the transmission, the circuitry sets an operating mode of each motor to be in one of torque mode or speed mode.
10. The control apparatus of claim 9 , wherein when the motors reach a target speed, set both motors to zero torque and engage a gear in the transmission.
11. A control method for a drive system of an electric vehicle, wherein the drive system includes first motor connected to a second motor by a first spline, and a second spline connecting the second motor to a transmission, the control method comprising
in positive driving traction, initiating torque or speed change of the first motor and delaying torque or speed change of the second motor;
in negative driving traction, initiating to or peed change of the second motor and delaying torque or speed change of the first motor;
in downshift of the transmission, initiating torque or speed change of the first motor and delaying torque or speed change of the second motor; and
in upshift of the transmission, initiating torque or speed change of the second motor and delaying torque or speed change of the first motor.
12. The control method of claim 11 , wherein the delaying in torque or speed change is a delay less than a tenth of a second.
13. The control method of claim 11 , wherein in the negative driving traction, the delaying of the torque or speed change of the first motor is such that a gap in teeth of the first spline and a connection to the first motor is kept closed.
14. The control method of claim 11 , further comprising determining a target torque or speed for each motor that maximizes power conversion efficiency of the motors.
15. The control method of claim 11 , further comprising controlling, during gear shifting in the transmission, speed synchronization between motor speed of both of the first and second motors and vehicle speed measured at a clutch for an oncoming gear.
16. The control method of claim 11 , wherein the positive driving traction includes a first motor connection pushing, teeth of the first spline based on an acceleration indication from an acceleration pedal of the electric vehicle.
17. The control method of claim 16 , wherein the negative driving traction includes pulling, by mass of the electric vehicle, the first motor such that the first motor connection contacts the teeth of the first spline on a side opposite a side of the teeth that is pushed,
wherein the negative driving traction includes changing of the accelerator pedal from the acceleration indication to a back force indication.
18. The control method of claim 11 , further comprising, in the downshift of the transmission, setting an operating mode of each motor to be in one of torque mode or speed mode.
19. The control method of claim 11 , further comprising, in the upshift of the transmission, setting an operating mode of each motor to be in one of torque mode or speed mode.
20. The control method of claim 19 , further comprising, when the motors reach a target speed, setting both motors to zero torque and engaging a gear in the transmission.