Differential electrical drive arrangement for heavy duty vehicles
A control unit for a heavy duty vehicle. The vehicle includes an electric machine connected to first and second driven wheels via an differential. The control unit includes a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a current wheel state, wherein the control unit is arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque.
1 . A control unit for a heavy duty vehicle, the vehicle comprising an electric machine connected to first and second driven wheels via a differential, and service brakes configured to be used as back-up for handling wheel slip conditions which the electric machine has not been able to control successfully, the control unit comprising a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a comparison between a current wheel slip and a configurable wheel slip limit, wherein the control unit is arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque,
wherein the obtainable torque by the respective wheel comprises a peak torque which can be maintained for a first period of time and/or a continuous torque which can be sustained for a second period of time, wherein the second period of time is longer than the first period of time,
wherein the control unit is arranged to, during propulsion, reduce the requested torque responsive to both service brakes becoming active.
2 . The control unit according to claim 1 , wherein each wheel slip control module is arranged to obtain a vehicle velocity and a wheel speed, to determine the current wheel slip.
3 . The control unit according to claim 1 , where the current wheel slip value is obtained by each wheel slip control module as part of a capability message received from a wheel end module associated with the respective wheel.
4 . The control unit according to claim 1 , where the configurable wheel slip limit is obtained based on a pre-determined relationship between tire force and current wheel slip.
5 . The control unit according to claim 1 , wherein the control unit is arranged to obtain an estimated road friction coefficient, and wherein the configurable wheel slip limit is obtained based on a pre-determined lookup table indexed by the estimated road friction coefficient.
6 . The control unit according to claim 1 , wherein each wheel slip control module is arranged to determine the obtainable torque Ti for wheel i as the smallest of a value based on a comparison between the current wheel slip and the configurable wheel slip limit and a value based on a relationship
T i =μ i *F zi *r wi
where r wi is a wheel radius of the i:th driven wheel, μi is an estimated road friction coefficient, and F zi is an estimated tire normal force for each driven wheel.
7 . The control unit according to claim 1 , wherein each wheel slip control module is arranged to obtain a capability message from a wheel end module associated with the respective driven wheel, wherein the capability message comprises the obtainable torque.
8 . The control unit according to claim 1 , where the first and second driven wheels are arranged to be braked by respective first and second service brakes, each service brake being controlled by a respective wheel end module, WEM to maintain wheel slip below a configured wheel slip limit, wherein the respective wheel slip control module is arranged to configure the wheel slip limits.
9 . The control unit according to claim 1 , arranged to detect a split friction condition comprising uneven friction conditions for the first driven wheel and the second driven wheel, wherein each wheel slip control module is arranged to configure a torque to be applied by a corresponding service brake to maintain positive wheel slip below a wheel slip limit, when having detected a split friction condition.
10 . The control unit according to claim 9 , arranged to reduce the requested torque from the electrical machine in case both of the wheel slip control modules configures a torque to be applied by the corresponding service brake in response to a positive wheel slip above the configured wheel slip limit.
11 . The control unit according to claim 1 , arranged to configure a torque to be applied by a corresponding service brake based on a requested curvature to modify an understeer gradient associated with the vehicle in dependence of the requested curvature.
12 . The control unit according to claim 1 , wherein the control unit is arranged to configure a higher wheel slip limit for service brakes compared to a wheel slip limit of the electric machine.
13 . The control unit according to claim 1 wherein the control unit is arranged to, during braking, switch to braking with service brakes only responsive to the slip limit at either wheel being exceeded.
14 . A vehicle comprising an electric machine connected to first and second driven wheels via a differential, and service brakes configured to be used as back-up for handling wheel slip conditions which the electric machine has not been able to control successfully, the control unit comprising a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a comparison between a current wheel slip and a configurable wheel slip limit, and a control unit arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque,
wherein the obtainable torque by the respective wheel comprises a peak torque which can be maintained for a first period of time and/or a continuous torque which can be sustained for a second period of time, wherein the second period of time is longer than the first period of time,
wherein the control unit is arranged to, during propulsion, reduce the requested torque responsive to both service brakes becoming active.
15 . A method for requesting a torque from an electrical machine in a heavy duty vehicle, the electric machine being connected to first and second driven wheels via a differential, and service brakes configured to be used as back-up for handling wheel slip conditions which the electric machine has not been able to control successfully, the method comprising
configuring a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel,
determining, by each wheel slip control module, an obtainable torque for the respective wheel based on a comparison between a current wheel slip and a configurable wheel slip limit,
receiving a requested acceleration profile by the vehicle,
determining a required torque to satisfy the requested acceleration profile, and
requesting a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque,
wherein the obtainable torque by the respective wheel comprises a peak torque which can be maintained for a first period of time and/or a continuous torque which can be sustained for a second period of time, wherein the second period of time is longer than the first period of time,
wherein the control unit is arranged to, during propulsion, reduce the requested torque responsive to both service brakes becoming active.
16 . A non-transitory computer program comprising program code for performing the steps of claim 15 when said program is run on a computer or on processing circuitry of a control unit.