Mitigation of unexpected lateral movement in vehicle powertrain systems with multiple propulsion actuators

Abstract

A method is provided to mitigate unintended lateral movement (ULM) events in a motor vehicle with a powertrain system having multiple propulsion actuators. The method, which can be recorded on a computer-readable storage medium and executed by a processor, includes identifying, via the vehicle's electronic controller, a current dynamic operating region at the onset of the ULM event as either a linear or nonlinear operating region. Lateral movement includes lateral acceleration and / or lateral yaw of the motor vehicle. The method also includes determining whether the lateral movement exceeds a calibrated lateral dynamic limit for a specific operating region, and performing powertrain control actions in different ways depending on whether the ULM event occurs in a nonlinear or linear operating region. Powertrain control actions include altering the dynamic velocity state of at least one of the propulsion actuators.

Description

Technical Field

[0001] This invention relates to mitigation of unintended lateral movement in a vehicle powertrain system having multiple propulsion actuators. Background Technology

[0002] Motor vehicles and other mobile platforms are equipped with powertrain systems, which have one or more propulsion actuators. Automobiles, in particular, are typically powered by an internal combustion engine, with the engine output torque produced by combustion ultimately delivered to one or more road wheels of the motor vehicle via a planetary transmission or gearbox. In contrast, hybrid electric vehicles selectively utilize motor output torque supplied by one or more electric traction motors, depending on the current powertrain operating mode, either supplying motor output torque alone or in combination with engine output torque. Battery electric vehicles, also known in the art as fully electric vehicles, utilize one or more traction motors as propulsion actuators but forgo the use of an engine and its associated mass and onboard fuel supply. A vehicle powertrain system employing one or more traction motors for vehicle propulsion, whether or not other propulsion actuators are present, is considered “electrified” herein and in the general art.

[0003] During the operation of a motor vehicle, the tires mounted on the individual road wheels are expected to maintain direct rolling contact with the opposing road surface under typical driving conditions. To this end, the powertrain control system can rely on a vehicle dynamics model and the range of sensor inputs to identify the permissible operating area for the vehicle. This vehicle dynamics model considers the specific mass, size, weight distribution, and configuration of various propulsion actuators to determine in real time how a given set of control inputs and state values ​​might affect the vehicle's output state.

[0004] Part of this ongoing analysis may include a reference tire model, which is then used to translate the interaction between the tire and the road surface into corresponding values ​​such as axle forces and moments, tire slip ratio, and tire slip angle. Thus, the vehicle dynamics model is used to determine whether the vehicle is currently operating in a linear operating region, where operating under desired steady-state conditions represents optimal vehicle stability and control, or whether the vehicle dynamics model is used to determine whether the vehicle has instead transitioned into a less clearly defined nonlinear operating region. Summary of the Invention

[0005] This disclosure relates to the dynamic control of a motor vehicle during an unexpected lateral movement (ULM) event. In particular, the methods and associated hardware-based systems described below relate to the real-time control of an electrified powertrain system having multiple propulsion torque sources (hereinafter referred to as propulsion actuators). In various representative embodiments, the propulsion actuators include an internal combustion engine and one or more electric traction motors in a hybrid electric configuration of the electrified powertrain system, or multiple traction motors in a representative all-electric configuration.

[0006] Within the scope of this disclosure, lateral motion, whether as lateral acceleration, lateral yaw rate, or both, may be erroneously commanded by the vehicle powertrain control module or other resident controllers; in this sense, a ULM event is "unintended." The primary factor or root cause of the ULM event addressed herein is a faulty propulsion actuator, and therefore the possibility of the resident controller being programmed in software and equipped in hardware ("configured") to handle the faulty propulsion actuator by mitigating powertrain control actions, as described in detail below.

[0007] To this end, this document discloses a method for automatically mitigating ULM events in a motor vehicle with a powertrain system having multiple propulsion actuators, such as an engine and one or more electric traction motors, wherein each propulsion actuator is configured to provide a corresponding output torque to propel the motor vehicle via a set of road wheels. The method according to an exemplary embodiment includes identifying the current dynamic operating region of the motor vehicle via an electronic controller of the motor vehicle. This action occurs at the onset of a ULM event. The current dynamic operating region within the scope of this disclosure is linear or nonlinear, i.e., in the context of stability limits determined with reference to a calibrated vehicle dynamics model (VDM), as understood in the art. As noted above, lateral motion of the motor vehicle occurring during a ULM event may include lateral acceleration and / or lateral yaw rate of the motor vehicle.

[0008] The method in this particular embodiment includes determining, via an electronic controller, whether lateral movement exceeds a calibrated lateral dynamic limit for an identified current dynamic operating region. As part of the method, the electronic controller performs powertrain control actions suitable for mitigating ULM events, wherein when a ULM event occurs while the vehicle is operating in a non-linear operating region, the electronic controller performs control actions in a first manner, and when a ULM event occurs during a linear operating region, the electronic controller performs control actions in a different second manner. The powertrain control actions contemplated herein include altering the dynamic output state of at least one of the propulsion actuators, for example, reducing its output torque and / or speed, wherein “reducing” in extreme cases encompasses the possibility of shutting down or de-energizing the propulsion actuator(s) when circumstances permit.

[0009] The first intervention approach envisioned in this paper essentially or completely disables the propulsion capability of the vehicle, while in this context, "essentially" allowing limited torque capability, such as 10-20% or less of the total torque capability of a set of propulsion actuators, which may be sufficient to execute a "limp-home" mode, enabling the operator to reach a suitable parking destination or maintenance facility. The second approach is inherently progressive, allowing the controller to first attempt to restore the vehicle to operation within its lateral dynamic limits before disabling its propulsion capability.

[0010] The methods disclosed herein may include detecting the onset of a ULM event by measuring the lateral acceleration and / or lateral yaw rate of a motor vehicle. Determining whether the lateral motion exceeds calibrated lateral dynamic limits may include comparing the lateral motion with one or more lookup tables stored in the electronic controller memory.

[0011] Comparing the lateral motion of a motor vehicle with (multiple) lookup tables may include comparing the lateral tire forces and tire slip angles of the motor vehicle's road wheels with calibrated stability thresholds, which may be stored in one or more lookup tables, i.e., stored on a tangible computer-readable storage medium.

[0012] In some embodiments, the motor vehicle includes a steering wheel and a steering angle sensor configured to measure the steering angle of the steering wheel. The steering angle sensor outputs an electronic signal, such as a voltage signal, which in turn represents the measured steering angle. In this case, the method may include measuring the steering angle via the steering angle sensor and then sending the steering angle signal to a controller. Determining the dynamic operating range may include processing the steering angle signal via an electronic controller.

[0013] In some aspects of this disclosure, powertrain control actions include completely disabling the propulsion capability of the vehicle via an electronic controller when a ULM event occurs during the linear operating region. For example, various propulsion actuators may be commanded to shut down for a predetermined shutdown duration, thereby temporarily immobilizing the vehicle. Performing powertrain control actions may also include performing a first control action when the ULM event occurs during the non-linear operating region, wherein the first control action may include reducing the corresponding propulsion capability of at least one, but less than all, of the plurality of propulsion actuators, such that the propulsion capability of the vehicle as a whole remains largely intact, for example, at least 50% of the torque capability of the powertrain system if this method were not performed during the ULM event. The first control action may alternatively include performing torque vectoring operations, wherein the electronic controller modifies the relative torque contribution from at least one of the plurality of propulsion actuators without necessarily shutting down any of the propulsion actuators.

[0014] The method may further include performing a second control action during the nonlinear operating region if the first control action does not cause the vehicle to return to the calibrated lateral dynamic limits within a predetermined response duration. The second control action may include completely disabling the vehicle's propulsion capability in a manner similar to the control action taken by the controller in the linear operating region during a ULM event.

[0015] This document also discloses a powertrain system for a motor vehicle. In one aspect of this disclosure, the powertrain system includes a plurality of propulsion actuators arranged on one or more drive axles, each propulsion actuator configured to deliver a corresponding output torque to a specific drive axle. An electronic controller communicating with the plurality of propulsion actuators is configured to mitigate ULM events of the motor vehicle via the execution of instructions, the execution of which causes the electronic controller to perform the methods summarized above.

[0016] In some implementations, instructions for implementing the method may be recorded on a non-tangible computer-readable storage medium, such that the processor of the electronic controller executes the instructions to cause the electronic controller to perform the method. For example, the execution of the instructions may enable the electronic controller to identify the current dynamic operating region of the motor vehicle at the start of the aforementioned ULM event, wherein the current dynamic operating region is a linear operating region or a non-linear operating region.

[0017] The execution of the command also causes the electronic controller to determine whether the lateral movement of the vehicle exceeds the calibrated lateral dynamic limits of the current dynamic operating region. Furthermore, the execution of the command causes the electronic controller to perform powertrain control actions to mitigate ULM events, including substantially or completely disabling the vehicle's propulsion capability when the ULM event occurs in the linear operating region. In the nonlinear operating region, the controller may perform a progressive control response, i.e., attempting to bring the vehicle back within its defined lateral dynamic limits for a period of time before completely disabling the vehicle's propulsion capability. In either case, the powertrain control actions alter the dynamic output state of at least one of the plurality of propulsion actuators, i.e., its torque and / or speed.

[0018] This invention provides the following technical solution:

[0019] 1. A method for mitigating unintended lateral movement (ULM) events in a motor vehicle having a powertrain system, the powertrain system comprising a plurality of propulsion actuators, the method comprising:

[0020] The current dynamic operating region of the vehicle at the start of the ULM event is identified via the vehicle's electronic controller, wherein the lateral movement of the vehicle during the ULM event includes the vehicle's lateral acceleration and / or lateral yaw rate.

[0021] The electronic controller determines whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region; and

[0022] The powertrain control actions are performed via the electronic controller to mitigate the ULM event in a first manner by substantially or completely disabling the propulsion capability of the motor vehicle when the current dynamic operating region is a linear operating region, and in a second manner by temporarily allowing the motor vehicle to continue operating when the current dynamic operating region is a non-linear operating region, wherein the powertrain control actions include changing the dynamic output state of at least one of the plurality of propulsion actuators.

[0023] 2. The method according to Scheme 1 further includes:

[0024] The initiation of the ULM event is detected by measuring the lateral acceleration and / or lateral yaw rate of the motor vehicle.

[0025] 3. The method according to Scheme 1, wherein determining whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region via the electronic controller comprises: comparing the lateral movement with one or more lookup tables in the memory of the electronic controller.

[0026] 4. The method according to Scheme 3, wherein comparing the lateral movement with the one or more lookup tables includes: comparing the lateral tire force and tire slip angle of the motor vehicle with corresponding calibration thresholds stored in the one or more lookup tables.

[0027] 5. The method according to claim 1, wherein the motor vehicle includes a steering wheel and a steering angle sensor, the steering angle sensor being configured to measure the steering angle of the steering wheel, the method further comprising:

[0028] The steering angle is measured via the steering angle sensor; and

[0029] Sending a steering angle signal indicating the steering angle to the electronic controller, wherein identifying the current dynamic operating area of ​​the motor vehicle includes processing the steering angle signal via the processor of the electronic controller.

[0030] 6. The method according to Scheme 1, wherein performing the powertrain control action includes completely disabling the propulsion capability of the motor vehicle when the ULM event occurs in the linear operating region.

[0031] 7. The method according to Scheme 1, wherein performing the powertrain control action includes performing a first control action when the ULM event occurs in the nonlinear operating region, the first control action including reducing the propulsion capability of at least one, but less than all, of the plurality of propulsion actuators.

[0032] 8. The method according to claim 7, wherein the first control action includes commanding a torque vector control operation that modifies the relative torque contribution from at least one of the plurality of propulsion actuators.

[0033] 9. The method according to Scheme 7 further includes:

[0034] If the first control action does not cause the vehicle to return to the calibrated lateral dynamic limits within a predetermined response duration, a second control action is executed, the second control action including completely disabling the vehicle's propulsion capability.

[0035] 10. A powertrain system for a motor vehicle, comprising:

[0036] A plurality of propulsion actuators, the plurality of propulsion actuators being arranged on one or more drive wheel axles and configured to deliver a corresponding output torque to the drive wheel axles; and

[0037] An electronic controller, communicating with the plurality of propulsion actuators, wherein the electronic controller is configured to mitigate unintended lateral movement (ULM) events of the motor vehicle via the execution of instructions, the execution of which causes the electronic controller to:

[0038] At the start of the ULM event, the current dynamic operating region of the motor vehicle is identified, wherein the current dynamic operating region is a linear operating region or a non-linear operating region, and wherein the lateral motion of the motor vehicle occurring during the ULM event includes the lateral acceleration and / or lateral yaw rate of the motor vehicle.

[0039] Determine whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region; and

[0040] When the ULM event occurs in the linear operating region, a powertrain control action is performed in a first manner to mitigate the ULM event, the first manner substantially or completely disabling the propulsion capability of the vehicle; and when the ULM event occurs in the nonlinear operating region, a powertrain control action is performed in a second manner to mitigate the ULM event, the second manner temporarily allowing the vehicle to continue operating, wherein the powertrain control action includes changing the dynamic output state of at least one of the plurality of propulsion actuators.

[0041] 11. The powertrain system according to claim 10, wherein the electronic controller is configured to detect the start of the ULM event by receiving the lateral acceleration and / or lateral yaw rate from an accelerometer and / or a yaw rate sensor, respectively.

[0042] 12. The powertrain system according to claim 10, wherein the electronic controller is configured to determine whether the lateral motion exceeds the calibrated lateral dynamic limit of the current dynamic operating region by comparing the lateral motion with at least one lookup table stored in the memory of the electronic controller.

[0043] 13. The powertrain system according to claim 12, wherein the at least one lookup table is indexed by the lateral tire forces and tire slip angles of a set of road wheels of the motor vehicle.

[0044] 14. The powertrain system according to claim 10 further includes a steering wheel and a steering angle sensor, the steering angle sensor being configured to measure the steering angle of the steering wheel, wherein the execution of the command causes the electronic controller to:

[0045] Receive a steering angle signal indicating the steering angle from the steering angle sensor; and

[0046] The steering angle signal is processed by the processor of the electronic controller to determine whether the vehicle is operating in a non-linear or linear operating region.

[0047] 15. The powertrain system according to claim 10, wherein the powertrain control action in the first manner includes completely disabling the propulsion capability of the motor vehicle.

[0048] 16. The powertrain system according to claim 10, wherein the powertrain control action in the second manner includes, as a first control action, reducing the corresponding propulsion capability of at least one but less than all of the plurality of propulsion actuators.

[0049] 17. The powertrain system according to claim 16, wherein the first control action includes a command torque vector control operation that modifies the relative torque contribution from at least one of the plurality of propulsion actuators.

[0050] 18. The powertrain system according to claim 16, wherein the electronic controller is configured to execute a second control action when the first control action does not cause the vehicle to return to the calibrated lateral dynamic limits within a predetermined response duration, the second control action including completely disabling the propulsion capability of the plurality of propulsion actuators.

[0051] 19. A non-tangible computer-readable storage medium having instructions recorded thereon for mitigating unintended lateral movement (ULM) events in a motor vehicle having a powertrain system, the powertrain system including a plurality of propulsion actuators, wherein the instructions are executed by a processor of an electronic controller to cause the electronic controller to:

[0052] At the start of the ULM event, the current dynamic operating region of the motor vehicle is identified, wherein the current dynamic operating region is a linear operating region or a non-linear operating region, and wherein the lateral motion of the motor vehicle occurring during the ULM event includes the lateral acceleration and / or lateral yaw rate of the motor vehicle.

[0053] Determine whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region; and

[0054] Performing powertrain control actions to mitigate the ULM event includes completely disabling the propulsion capability of the vehicle when the ULM event occurs in the linear operating region, and performing different control responses to at least temporarily allow the vehicle to continue operating in the nonlinear operating region when the ULM event occurs, wherein the powertrain control actions include changing the dynamic output state of at least one of the plurality of propulsion actuators.

[0055] 20. The non-tangible computer-readable storage medium according to claim 19, wherein the instructions are executed by the processor of the electronic controller to cause the electronic controller to perform a hierarchical control response in such a way as:

[0056] As a first progressive control action, the propulsion capability of at least one of the plurality of propulsion actuators is reduced for a predetermined response duration, but less than the duration of all propulsion actuators; and

[0057] In response to the first progressive control action failing to cause the vehicle to return to the calibrated lateral dynamic limits within the predetermined response duration, the second control action completely disables the vehicle's propulsion capability.

[0058] The foregoing features and advantages of this disclosure, as well as other features and accompanying advantages, will become apparent from the following detailed description of illustrative examples and models used to carry out this disclosure, when taken in conjunction with the accompanying drawings and appended claims. Furthermore, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below. Attached Figure Description

[0059] Figure 1 This is a schematic diagram of a representative vehicle powertrain system according to the present disclosure, having multiple propulsion actuators and an electronic controller configured to monitor and mitigate unintended lateral movements of a motor vehicle.

[0060] Figure 2 Is with Figure 1 The diagram shows a representative control strategy used in conjunction with the vehicle powertrain system.

[0061] Figure 3 This is a flowchart describing an embodiment of the method. Detailed Implementation

[0062] This disclosure allows for numerous different forms of embodiments. Representative examples of this disclosure are shown in the accompanying drawings and are described in detail herein as non-limiting examples of the disclosed principles. Therefore, elements and limitations described in the abstract, introduction, summary, and detailed description sections but not expressly set forth in the claims should not be incorporated into the claims, individually or collectively, by implication, inference, or otherwise.

[0063] For the purposes of this specification, unless specifically denied, the use of the singular includes the plural, and vice versa; the terms “and” and “or” should be conjunction and disjunctive; “any” and “all” should both mean “any and all”; and the words “including,” “contains,” “comprising,” “having,” etc., should mean “including but not limited to.” Furthermore, approximate words such as “about,” “almost,” “substantially,” “largely,” “approximately,” etc., may be used herein in the sense of “being, near, or almost being,” or “within 0-5% of,” or “within acceptable manufacturing tolerances,” or logical combinations thereof.

[0064] Referring to the accompanying drawings, where the same reference numerals denote the same features throughout several views, and from... Figure 1Initially, the motor vehicle 10 includes a powertrain system 12 with multiple propulsion actuators, as described below. In the depicted representative embodiment, the motor vehicle 10 includes one or more driven / driven road wheels 11 that roll in contact with a road surface (not shown). The actual number of road wheels 11 used in a given configuration of the motor vehicle 10 can vary; in the case of, for example, motorcycles, scooters, tricycles, or electric bicycles, as few as one road wheel 11 is possible, while in other configurations, such as, but not limited to, four-wheel drive or all-wheel drive vehicles, trucks, etc., more than the number of road wheels 11 illustrated is possible. Therefore, Figure 1 The simplified embodiment is intended to illustrate only one possible use of the powertrain system 12. Similarly, while this teaching is suitable for use with road wheels 11 having rubber tires of the type used for traction on paved and unpaved roads, those skilled in the art will understand that this teaching can be extended to other types of mobile platforms with multiple propulsion sources, regardless of whether rubber tires are present on the road wheels 11.

[0065] For reference here Figure 2 and Figure 3 As described in detail, the powertrain system 12 includes an electronic control unit (ECU) 50, which, for simplicity, is referred to hereinafter as a controller 50. As envisioned herein, the controller 50 automatically detects and mitigates unintended lateral movements of the motor vehicle 10, and does so in different ways depending on whether the motor vehicle 10 is currently operating in a linear or non-linear operating region. This is particularly relevant for road vehicles, such as… Figure 1 As will be understood by those skilled in the art, the stability limits of a representative motor vehicle 10 are largely determined by tire dynamics, particularly the lateral and longitudinal tire forces generated under different operating conditions, as well as the tire slip ratio and tire slip angle.

[0066] As understood in the art, lateral tire forces, also known as cornering forces or lateral slip forces, are generated by tire slip and enable a vehicle, such as motor vehicle 10, to steer. Lateral tire forces counteract the centrifugal forces exerted by cornering maneuvers. The lateral and longitudinal forces on the tire combine to form a force vector oriented with respect to the tire's longitudinal axis at a slip angle. In other words, the slip angle, as used in the art and herein, is the angle between the direction the tire is pointing and the direction the same tire is actually traveling.

[0067] Lateral tire forces tend to peak at a given slip angle. Initially, the magnitude of the lateral tire force that a given tire can generate will increase linearly with smaller slip angles. However, at a certain point corresponding to the peak slip angle, the increase in slip angle does not translate into additional lateral tire forces. Instead, the tire will begin to lose its grip on the road surface, followed by a decrease in lateral tire forces. Therefore, the dynamic response of the tire is considered linear until the corresponding peak is reached. Under normal / everyday driving conditions, especially during cruising or other steady-state or low-speed maneuvers, the motor vehicle 10 operates within a linear operating range. Therefore, within the scope of this disclosure, the presence of ULM events is concerning and more likely to be caused by a faulty propulsion actuator than by any other factor.

[0068] However, above such peak values, the dynamic response becomes nonlinear. Tire saturation in the nonlinear operating region is termed "saturation," meaning that despite increased steering requests, no additional cornering force is generated. Behaviors indicating tire saturation include slippage or drifting of the vehicle 10. During aggressive maneuvers of the vehicle 10 in the nonlinear operating region, the expected control response begins to deviate, sometimes drastically, from the driver's expected response. However, in some situations, such as when performing off-road driving with aggressive steering on dunes or other loose terrain, the operator may tolerate the duration of the ULM event relative to the same event occurring, for example, when cruising on a hard surface within the linear operating region.

[0069] Therefore, as part of its ongoing monitoring and mitigation efforts, Figure 1 The electronic controller 50 receives a set of electronic input signals (arrow CC) I (See below for special reference) Figure 2 Describe an exemplary input signal (arrow CC) I During the execution of method 100, controller 50 transmits an alarm signal (arrow CC). A ) and propulsion system control signals (arrow CC) P A set of output signals (arrow CC) O ) Respond to input signal (arrow CC) I An exemplary embodiment of method 100 is described in Figure 3 As shown in the diagram. Method 100 can be programmed into computer-readable instructions in the form of an algorithm, wherein such an algorithm can be executed by controller 50 in real time during operation of motor vehicle 10, i.e., when motor vehicle 10 is operating in driving mode. In this way, controller 50 is able to mitigate ULM events in one manner when they occur during operation in the linear operating region, as described above, and in another manner when the same event occurs in the nonlinear operating region.

[0070] Within the scope of this disclosure, Figure 1 The powertrain system 12 includes multiple propulsion actuators. The specific location and configuration of these propulsion actuators can vary depending on the specific configuration of the moving vehicle 10, therefore Figure 1 The exemplary configuration shown is only one possible implementation. For example, powertrain system 12 may include an internal combustion engine (E) with an output member 19. The output member 19 may be connected to the input member 20 of planetary transmission (T) 18 via an input clutch 21, such as a friction clutch or a hydraulic torque converter assembly. Thus, in a hybrid embodiment in which engine 14 is included in powertrain system 12, the engine torque generated by engine 14 (arrow T) E Finally, it is transmitted to the transmission 18.

[0071] The multiple propulsion actuators of the motor vehicle 10 may also include at least one electric traction motor (M A 16A. In the illustrated configuration, the traction motor 16A includes a stator 16S and a magnetic rotor 16R. In the depicted radial flux type configuration of the traction motor 16A, the rotor 16R is radially disposed within the stator 16S and separated from the stator 16S by a small radial air gap (not shown). In other configurations, the stator 16S may be surrounded by the rotor 16R, or the electric traction motor 16A may be an axial flux type machine. Similarly, the specific construction of the rotor 16R can vary based on the configuration of the electric traction motor 16A; permanent magnet rotors or induction rotors are possible embodiments.

[0072] exist Figure 1 In an exemplary embodiment, the traction motor 16A is used to generate motor output torque (arrow T). MA A multiphase / AC traction motor. Motor output torque (arrow T) MA The torque is ultimately guided to the coupled load via a rotary output member 160, which is operatively connected to the rotor 16R. In the motor vehicle 10, the coupled load may include one or more of the road wheels 11, and / or one or more drive wheel axles 24A and / or 24B connected to the road wheels. The rotary output member 160 may be implemented differently as a rotatable gear set, a shaft, or another suitable mechanical coupling mechanism. In the illustrated example of use, the road wheels 11 may be configured as front and / or rear road wheels 11 in different embodiments. When using a single traction motor 16A, a differential 22 may be connected to the output shaft 200 of the transmission 18 and used to direct or direct torque to the road wheels 11 disposed on drive wheel axles 24A and 24B as needed.

[0073] Still referencing Figure 1The electric traction motor 16A can operate as the sole electric propulsion source on the motor vehicle 10. Alternatively, the drive wheel axles 24A and 24B can be powered by corresponding traction motors (M... B and M C Traction motors 16B and 16C provide power independently, and may be smaller or have lower voltage capability than traction motor 16A. In such a configuration, the motor output torque (arrow T) MB or T MC These can be generated and delivered to the corresponding drive wheel axles 24A and 24B, respectively. Although omitted for clarity, in other embodiments, separate wheel motors are operatively connected to or integrated with the road wheels 11 to achieve wheel-based propulsion, for example, instead of the axle-based propulsion illustrated. Therefore, Figure 1 The various propulsion actuators, namely at least one of the engine 14 and the electric traction motors 16A, 16B and 16C, can be used together, individually or at different locations in the powertrain system 12 within the scope of this disclosure, or if the motor vehicle 10 includes at least two propulsion actuators in its construction, at least two of the electric traction motors 16A, 16B and / or 16C can be used without the engine 14.

[0074] For the multiphase / alternating current (AC) embodiment of the electric traction motor 16A, the powertrain system 12 includes a power inverter module (PIM) connected to the traction motor 16A via an AC voltage bus 28. A ) 25A. The AC voltage bus provides AC voltage (VAC) to the stator 16S. DC voltage bus 26 supplies power to the DC side of the same PIM 25A. The DC voltage bus 26 carries DC voltage (VDC) and is therefore connected to the vehicle voltage power supply 35, in this case, an exemplary rechargeable lithium-ion high-voltage battery pack (B HV Since the voltage capability of the voltage supply 35 is typically much higher than the auxiliary 12-15V auxiliary voltage level, such as 60V-300V or higher, the powertrain system 12 may also be equipped with a DC-DC converter, which in turn connects to the 12-15V auxiliary battery, typically a lead-acid battery. Since DC-DC converters and auxiliary batteries are well understood in the art, for illustrative simplicity, from... Figure 1 These components are omitted. For electric axle drive or wheel drive implementations, traction motors 16B and 16C can be connected via a similarly configured power inverter module (PIM). B and PIM C 25B and 25C are connected to a voltage power supply of 35.

[0075] refer to Figure 2When executing the various logical processes and control actions of this method 100, Figure 1 The controller 50 serves as an electronic control unit (ECU) on the motor vehicle 10. For this purpose, the controller 50 can be configured as a hybrid control module or another suitable powertrain controller that coordinates responses to various propulsion actuators for executing a given driving mode. Control decisions within the control authority of the controller 50 include, at the highest level, determining and commanding the on / off state of each corresponding propulsion actuator. For propulsion sources in the on state, such as an operating engine 14 or an energized traction motor 16A, 16B, or 16C, the controller 50 also commands the generation of an appropriate level of drive torque, i.e. Figure 1 Engine output torque (arrow T) E ) or the corresponding motor output torque (arrow T) MA T MB or T MC ).

[0076] Propulsion actuator in Figure 1 The distribution of powertrain system 12 as illustrated in the diagram results in different application points for the various drive torques mentioned above, which in turn enables controller 50 to have torque vector control capability. For example, when the engine torque (arrow T) is... E ) and / or motor output torque (arrow T) MA When power is distributed to the road wheels 11, the controller 50 can independently provide power to the drive wheel axles 24A and 24B, whether directly or indirectly. Figure 1 The traction motors 16B and 16C are still operated via differential 22.

[0077] In order to execute this method 100, Figure 2 The controller 50 is equipped with one or more of a specific number of volatile and non-volatile memories (M) 52 and processors (P) 54, such as microprocessors or central processing units, as well as other associated hardware and software, such as digital clocks or timers, input / output circuitry systems, buffer circuitry systems, application-specific integrated circuits (ASICs), system-on-a-chip (SoCs), electronic circuitry, and other necessary hardware required to provide programming functionality. In the context of this disclosure, the controller 50 executes instructions via the processors 54 to cause the controller 50 to perform method 100.

[0078] The controller 50 communicates with a set of input devices 30, each of which can be accessed by... Figure 1 The vehicle 10 shown is controlled by the operator. During the execution of method 100, the input devices 30 collectively transmit the input signal (arrow CC). IThe signal is transmitted to controller 50. In different schemes, the signal can be transmitted electronically via a hardwired conductor or wirelessly. For a typical configuration of motor vehicle 10, such input device 30 may include steering wheel 32, brake pedal 34, and accelerator pedal 36. Steering wheel 32 is connected to steering angle sensor 130, such as a rotary encoder, resolver, or other rotary sensor. Steering angle sensor 130 is operable to measure the steering angle signal (δ) and output it to controller 50. Steering angle sensor 130 is thus implemented as a resolver or encoder, or another suitable sensor capable of determining the current angular position of steering wheel 32 on its steering axis, as understood in the art. Similarly, brake pedal 34 and accelerator pedal 36 are equipped with corresponding pedal sensors 134 and 136, which are configured to measure and output corresponding braking or acceleration request signals (arrow B). X Or A X In different embodiments, pedal sensors 134 and 136 may be configured as force sensors and / or travel sensors, or as other sensors capable of detecting the driver's desired braking and acceleration levels applied to pedals 34 and 36, respectively. Those skilled in the art will understand that other sensors may be included in different configurations. For example, wheel angle sensors may be used to detect the corresponding wheel angles of a rear-steering vehicle.

[0079] Controller 50 is configured to execute instructions that implement method 100, in response to controller 50 receiving the aforementioned input signal (arrow CC). I This occurs when the controller 50 accesses a vehicle dynamics model (VDM) 56 stored in memory 52 or otherwise accessible by the processor 54 and determines whether the motor vehicle 10 is currently operating within permissible stability limits. As understood in the art, such a model is typically used to allow onboard control modules, such as... Figure 1 and Figure 2 The controller 50 is configured to accurately predict the dynamic response of the motor vehicle 10 to inputs that vary at a given speed. This response will vary with the steering angle (δ) measured and reported by the steering angle sensor 130, as well as other inputs based on a number of factors, including the speed, mass, inertia and center of gravity of the motor vehicle 10, the number and position of the propulsion actuators, road conditions, lateral and longitudinal forces, slip angle, and the respective speeds of the road wheels 11 and the tires mounted on the road wheels.

[0080] When using VDM56 as part of this method 100, controller 50 specifically monitors Figure 1Unexpected Lateral Movement (ULM) event in motor vehicle 10. Since such an event is not anticipated or commanded by the operator, controller 50 is programmed to mitigate the ULM event via dynamic state control of one or more of the propulsion actuators, with control actions ranging from reducing their speed or torque contribution to shutting off the propulsion capability of motor vehicle 10. Therefore, controller 50 is operable to transmit propulsion system control signals (arrow CC). P The data is sent to the corresponding local propulsion control modules (PCM1)62, ..., (PCMn)62n, where “1” and “n” represent the nominal first and nth propulsion sources of multiple “n” such propulsion sources, respectively.

[0081] As an illustrative example of a control response scenario, the propulsion system control signal (arrow CC) P ) can indicate Figure 1 The PCM1 62 of engine 14 shuts off engine 14, resulting in fuel cut-off. PCM for electric traction motor 16A n 62 n This allows the motor to be commanded to output torque (arrow T). MA The PCM used in other propulsion actuators is reduced. n 62 n Unchanged. In extreme cases, the propulsion system control signal (arrow CC) remains unchanged. P ) may lead to PCM 1,...n By shutting down their respective propulsion actuators, the propulsion capability of the motor vehicle 10 is temporarily disabled for a period of time. The propulsion capability can be restored upon the next activation event, or the duration can be extended until maintenance has been performed, for example, depending on the severity.

[0082] In addition to sending propulsion system control signals (arrow CC) P In addition to, or in some cases as a substitute for, the controller 50 can transmit alarm signals (arrow CC). A The warning signal is sent to the indicator device 60. In different configurations, the indicator device 60 may be implemented as a warning light located on the dashboard, center console, or head-up display inside the motor vehicle 10, causing the indicator device 60 to respond to the warning signal (arrow CC). A When the light is turned on, it may be accompanied by a warning sound that appropriately reminds the driver of the fault condition, as described below.

[0083] Now for reference Figure 3 The method 100 described here can be used Figure 1This can be used on the exemplary motor vehicle 10, or on its alternative embodiments having multiple propulsion sources. The use of multiple propulsion sources increases the likelihood of unwanted lateral acceleration and other lateral movements. Such movements can be caused by transient failures of various propulsion actuators (e.g., a stalled engine 14) or by sudden torque disturbances caused by electrical or thermal failures of one of the traction motors 16A, 16B, and / or 16C or associated power electronic hardware. The sudden onset or loss of a corresponding torque contribution from an associated propulsion actuator can result in noise, vibration, and acoustic harshness (NVH). Depending on the severity of the event, unintended NVH events may be of concern to the driver or passengers of the motor vehicle 10, therefore the controller 50 is equipped to monitor ULM events and mitigate unintended NVH events via real-time control intervention.

[0084] in addition, Figure 1 and 2 The controller 50 shown acts as a propulsion safety monitor, as at least part of its designated functions, which monitors the current dynamic state of various propulsion actuators and determines whether the propulsion actuators are operating in the intended manner, such as by vehicle dynamics and Figure 2 As indicated by VDM 56. Specifically, controller 50 responds to changing input signals (arrow CC). I The controller 50 monitors the dynamic behavior of the vehicle 10 under certain conditions. When the vehicle 10 operates within a linear operating region, the controller 50 executes a first set of mitigation control actions appropriate for that region. Typically, this requires temporarily disabling the propulsion capability of the vehicle 10.

[0085] However, when the driver operates the vehicle 10 in a non-linear operating region, the controller 50 escalates these mitigating control actions based on several factors described below. This progressive approach in the non-linear operating region recognizes the possibility that certain vehicles 10, such as high-performance vehicles, off-road / off-road rated vehicles, or recreational vehicles, may sometimes steer, accelerate, or brake in a manner less sensitive to ULM events from the operator's perspective. As an illustrative example, one could consider an appropriately equipped vehicle 10 making aggressive steering on a dune or another surface where the tires are temporarily deviating from the linear operating range, during which the ULM events envisioned herein could be better tolerated than the same ULM events experienced during the linear operating region.

[0086] From a control perspective, when in the nonlinear region, the control effect is... Figure 1The compliance with the expected behavior of the VDM 56 is not very certain, and it is often difficult to accurately distinguish between driver actions and the actions of a faulty propulsion actuator. Instead of responding to ULM events in the same way regardless of whether the vehicle 10 is operating in a linear or nonlinear dynamic region, the controller 50 of this disclosure allows for initial mitigation and stabilization of control actions without completely disabling the propulsion capability of the vehicle 10, thereby improving driving quality and driver enjoyment.

[0087] Starting from box B102 (“DET ULM-E”), Figure 1 and 2 The controller 50 shown determines or confirms that the vehicle 10 has experienced a ULM event. As understood in the art, vehicle stability control requires real-time monitoring of various rapidly changing system parameters. Among these parameters, the most important are the vehicle 10's current speed, yaw rate, wheel slip, and lateral and longitudinal forces. Based on... Figure 2 As mentioned above, the VDM 56, combined with the set of parameters, enables the controller 50 to base its input signal set (arrow CC) on the set of parameters. I Method 100 determines whether the lateral movement is desired by the operator and therefore by the controller 50. Once the controller 50 confirms the existence of the ULM event, method 100 proceeds to box B104.

[0088] As part of method 100, controller 50 identifies the current dynamic operating range of motor vehicle 10 at the start of the ULM event. As described above, the dynamic operating range is either a linear operating range or a non-linear operating range. For example, in box B104 (“NL”) The controller 50 can receive input signals (arrow CC). I VDM 56 determines whether the vehicle 10 is in a non-linear operating region at the start of the ULM event in box B102.

[0089] To make this determination, controller 50 can process the reported steering angle signal ( Figure 2 Arrow δ) and other possible control inputs, such as, but not limited to, the pedal signal shown in the diagram (arrow A). X and B X Other values, such as wheel speed, yaw rate, and lateral and longitudinal acceleration, whether measured or calculated, can also be used to inform the decision in box B104 with greater accuracy. When the vehicle 10 is not operating in the non-linear operating region, method 100 proceeds to box B106, and when the vehicle 10 is operating in the non-linear operating region, method 100 alternatively proceeds to box B110.

[0090] In box B106 ("ULM-E > LIML") The controller 50 determines whether the lateral movement of the vehicle 10 exceeds a calibrated lateral dynamic limit for the current operating region (in this case, the linear operating region). In an example implementation, the memory 52 of the controller 50 may be populated with one or more lookup tables indexed by the vehicle 10's speed and, for example, slip velocity, lateral acceleration, lateral yaw rate, and / or other suitable stability parameters, which are typically available to the controller 50 via, for example, a controller area network (CAN) bus or other onboard communication network. When the vehicle 10 remains within such lateral dynamic limits, propulsion operations of the vehicle 10 are permitted to continue. However, when the calibrated lateral dynamic limit has been exceeded, method 100 proceeds to block B108.

[0091] Box B108 (“CA-L”) includes the execution of mitigation control actions for the linear operating region. Since the dynamic response of vehicle 10 to a given set of inputs in the linear operating region is generally well-defined and therefore predictable with high confidence by VDM 56, controller 50 is capable of responding quickly to unexpected lateral movements in that region. For example, when the operator of vehicle 10 is cruising at a steady-state speed on a paved road within the linear operating region, lateral movements of vehicle 10 beyond permissible limits likely indicate a genuine malfunction in one or more of the propulsion actuators.

[0092] Therefore, controller 50 can respond to this situation by disabling the propulsion capability of motor vehicle 10. This prevents torque vectoring control, which, if permitted, could exacerbate lateral motion problems. For example, in Figure 2 In this context, such an action can be achieved by adjusting the propulsion system control signal (arrow CC). P This is accomplished by sending a signal to each of the multiple propulsion actuators. Alternatively, for example, a limited "limp home" driving capability can be maintained by substantially but not completely disabling the propulsion of the motor vehicle 10, allowing just enough propulsion to allow the operator to reach the desired destination and seek maintenance. However, transient errors may cause controller 50 to execute block B108, and such errors may sometimes be cleared with the next engagement event and subsequent driving cycle. Maintenance in this case can be delayed, or the ULM event can be logged as a diagnostic code in memory 52 for use in a telematics-based vehicle health report. However, when the problem recurs over several driving cycles, controller 50 can respond by completely disabling propulsion and alerting the operator that maintenance is immediately required.

[0093] In box B110 (similar to box B106, "ULM-E>LIM") NL At point B106, the controller 50 compares the lateral motion with the calibrated lateral motion limits for the nonlinear operating region. Such limits may be recorded in the controller 50's memory 52 and populated with one or more lookup tables indexed by velocity, slip velocity, lateral acceleration, lateral yaw rate, and / or other suitable stability parameters, similar to the implementation in block B106, but potentially with different corresponding values. If the vehicle 10 remains within such lateral motion limits, operation of the vehicle 10 is permitted to continue in the nonlinear operating region. When the calibrated lateral motion limits for the nonlinear operating region have been exceeded, method 100 alternatively proceeds to block B112.

[0094] When the lateral movement limit of the nonlinear operating region is exceeded, as defined in box B110, box B112 (“CA-NL1”) is reached as the first-level mitigation control response. In response to such conditions, Figure 1 and Figure 2 The controller 50 can execute a first control action suitable for use in the nonlinear operating region. As noted above, when the vehicle 10 is in the nonlinear operating region, the execution of method 100 allows the controller 50 to take a more planned or more gradual approach to mitigate intervention. Figure 1 Unlike the reliable and repeatable physical model for monitoring lateral motion in the linear operating range of the VDM 56, it is often much more difficult to do so in the nonlinear operating range, i.e., when the dynamic response of the vehicle 10 is unlikely to follow the predictions made by the composition equations of the VDM 56.

[0095] Furthermore, steering and other requests made by the operator can indicate that the operator wishes to temporarily deviate from the limits of the linear operating region response described above in box B108. For example, the operator may be more tolerant of ULM events in the nonlinear region. The controller 50 can therefore execute a less-interventional control response at box B112 to allow the driver to continue operating the vehicle 10, at least for a period of time. If the control action taken at box B112 successfully returns the vehicle 10 to its defined dynamic limits, this function allows the operator to continue driving the vehicle 10 as intended, whether off-road or when performing other aggressive driving maneuvers.

[0096] Exemplary control actions that can be performed at block B112 include shutting down one or more of the propulsion actuators while leaving at least one remaining propulsion actuator unrestricted in its operation. Alternatively, controller 50 may perform torque vectoring control operations to transfer torque from a given propulsion actuator to another available drive axle, for example by reducing torque from... Figure 1 The output torque of the 16C electric traction motor (arrow T) MCAnd command the electric traction motor 16B to output torque via the motor (arrow T) MB This is used to compensate for the difference.

[0097] Other possible implementations include dedulating one or more of the electric traction motors 16A, 16B, and / or 16C via switching control of the associated PIMs 25A, 25B, and / or 25C, such that the affected electric traction motors 16A, 16B, or 16C cannot output torque exceeding a threshold amount. Similar actions can be performed on engine 14, for example, by spark delay or cylinder deactivation, or via control input clutch 21. Further mitigation work can be performed in the context of block B112, including forcing a specific torque vector ratio between two or more of the traction motors 16A, 16B, and / or 16C to remove erroneous torque vector control commands from the control. Once the control actions of block B112 have been attempted, method 100 proceeds to block B114.

[0098] In box B114 ("CA-NL1 EFF") In block B112, controller 50 processes available data representing the current dynamic state of the vehicle and determines whether the intervention control action taken in block B112 effectively brings the vehicle 10 back within the defined dynamic limits of the nonlinear operating region. The evaluation performed in block B114 may rely on the lateral yaw and acceleration, wheel slip, speed, and other relevant parameters reported by the vehicle 10 when this determination is made. If the initial control action taken in block B112 is effective, controller 50 responds by returning to block B102 and subsequently continuing another loop of method 100 in the manner described above. If the initial control action in block B112 is ineffective in keeping the vehicle 10 under control relative to the nonlinear dynamic limits indicated above for a predetermined response duration, such as 1-2 seconds or another applicable duration, method 100 alternatively proceeds to block B116.

[0099] When the vehicle 10 continues to violate the lateral motion limits of the nonlinear operating region despite attempts at mitigation with a lower level of interference in block B112, block B116 (“CA-NL2”) is reached as a second and more interference-level mitigation control response. In response, the controller 50 may execute a second control action suitable for use in the nonlinear operating region.

[0100] In some implementations, controller 50 may perform the action taken at block B108 in the linear operating region, such as by turning off or disabling propulsion. Alternatively, block B116 may involve performing mitigation control actions without complete shutdown, such as maintaining limp-home level propulsion capability via a designated propulsion actuator among the available propulsion actuators. Meanwhile, controller 50 may also perform actions via... Figure 2 The alarm device 60, text messages, emails, etc., instruct the operator in this limp-home mode to shut down the vehicle 10 to allow for the clearing of any possible transient malfunctions, after which full propulsion capability is restored in the next turn-on event or driving cycle. Subsequently, if the problem repeatedly or periodically recurs, the controller 50 can disable propulsion.

[0101] Those skilled in the art will understand that Figure 3 Method 100 can be programmed into a tangible, non-transitory computer-readable storage medium, i.e. Figure 2 On the memory 52, and therefore can be processed by the processor 54 or by Figure 1 The motor vehicle 10 can be processed by another suitable local processing equipment. Figure 2 Exemplary tangible storage media implemented by memory 52 include, for example, solid-state drives (SSDs), hard disk drives (HDDs), or other optical and / or magnetic storage devices. Method 100, or portions thereof, may alternatively be executed by one or more networked devices other than controller 50, and may be encoded in firmware or dedicated hardware such as application-specific integrated circuits (ASICs), programmable logic devices (PLDs), field-programmable logic devices (FPLDs), discrete logic, etc. Furthermore, although references... Figure 3 A specific algorithm has been described, but in other embodiments within the scope of this disclosure, other methods for implementing the example machine-readable instructions may be used instead.

[0102] For this purpose, memory 52 can be implemented as a non-tangible computer-readable storage medium on which instructions for mitigating the aforementioned ULM event are recorded. In such an embodiment, instructions are executed by processor 54 of electronic controller 50 to cause electronic controller 50 to identify the current dynamic operating region of motor vehicle 10 at the onset of a ULM event, wherein the current dynamic operating region is a linear or non-linear operating region within the calibrated VDM 56. As contemplated herein, the lateral motion of motor vehicle 10 occurring during a ULM event includes lateral acceleration and / or lateral yaw rate of motor vehicle 10.

[0103] In one embodiment, execution of the instruction causes controller 50 to determine whether the lateral movement of vehicle 10 exceeds the calibrated lateral dynamic limit of the current dynamic operating region, and to perform a powertrain control action to mitigate the ULM event. For example, instruction execution may cause controller 50 to completely disable the propulsion capability of vehicle 10 when the ULM event occurs in a linear operating region, and to initially execute a different control response that preserves at least some propulsion capability when the ULM event occurs in a non-linear operating region. The powertrain control action, in either case, involves altering the dynamic state of at least one of a plurality of propulsion actuators.

[0104] As described above, the control action triggered by the execution of the instructions implementing method 100 may include, as a first control action, reducing the propulsion capability of at least one, but less than all, of the propulsion actuators of the motor vehicle 10 for a calibration period of time. In response to the first control action not causing the motor vehicle 10 to return to the calibration's lateral dynamic limits within a predetermined response duration, the controller 50 may execute a second control action, such as completely disabling the propulsion capability of the multiple propulsion actuators. In this way, Figure 1 The operator of the vehicle 10 is able to have extended use of the vehicle 10 in an unrestricted operating area when propulsion capability might otherwise be unavailable.

[0105] The detailed description and accompanying drawings are intended to support and describe this teaching, but the scope of this teaching is defined only by the claims. While some preferred modes and other embodiments for carrying out this teaching have been described in detail, various alternative designs and embodiments exist for practicing the teaching as defined in the appended claims. Furthermore, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below.

Claims

1. A method for mitigating unintended lateral movement events in a motor vehicle having a powertrain system, the powertrain system comprising a plurality of propulsion actuators, the method comprising: The current dynamic operating region of the motor vehicle at the start of the unexpected lateral movement event is identified via the electronic controller of the motor vehicle, wherein the lateral movement of the motor vehicle occurring during the unexpected lateral movement event includes the lateral acceleration and / or lateral yaw rate of the motor vehicle. The electronic controller determines whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating area; as well as The powertrain control actions are performed via the electronic controller to mitigate the unexpected lateral movement event in a first manner by substantially or completely disabling the propulsion capability of the motor vehicle when the current dynamic operating region is a linear operating region, and in a second manner by temporarily allowing the motor vehicle to continue operating when the current dynamic operating region is a non-linear operating region, wherein the powertrain control actions include changing the dynamic output state of at least one of the plurality of propulsion actuators.

2. The method according to claim 1, further comprising: The initiation of the unexpected lateral movement event is detected by measuring the lateral acceleration and / or lateral yaw rate of the motor vehicle.

3. The method of claim 1, wherein, Determining whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region via the electronic controller includes comparing the lateral movement with one or more lookup tables in the memory of the electronic controller.

4. The method of claim 3, wherein comparing the lateral motion to the one or more lookup tables comprises: The lateral tire force and tire slip angle of the motor vehicle are compared with the corresponding calibration thresholds stored in the one or more lookup tables.

5. The method of claim 1, wherein the motor vehicle includes a steering wheel and a steering angle sensor, the steering angle sensor being configured to measure the steering angle of the steering wheel, the method further comprising: The steering angle is measured via the steering angle sensor; as well as Sending a steering angle signal indicating the steering angle to the electronic controller, wherein identifying the current dynamic operating area of ​​the motor vehicle includes processing the steering angle signal via the processor of the electronic controller.

6. The method of claim 1, wherein performing the powertrain control action includes completely disabling the propulsion capability of the vehicle when the unexpected lateral movement event occurs in the linear operating region.

7. The method of claim 1, wherein performing the powertrain control action includes performing a first control action when the unexpected lateral movement event occurs in the nonlinear operating region, the first control action including reducing the propulsion capability of at least one, but less than all, of the plurality of propulsion actuators.

8. The method of claim 7, wherein the first control action includes commanding a torque vector control operation that modifies the relative torque contribution from at least one of the plurality of propulsion actuators.

9. The method according to claim 7, further comprising: If the first control action does not cause the vehicle to return to the calibrated lateral dynamic limits within a predetermined response duration, a second control action is executed, the second control action including completely disabling the vehicle's propulsion capability.

10. A powertrain system for a motor vehicle, comprising: A plurality of propulsion actuators are arranged on one or more drive wheel shafts and configured to deliver a corresponding output torque to the drive wheel shafts; as well as An electronic controller, communicating with the plurality of propulsion actuators, wherein the electronic controller is configured to mitigate unintended lateral movement events of the motor vehicle via the execution of instructions, the execution of which causes the electronic controller to: The current dynamic operating region of the motor vehicle is identified at the start of the unexpected lateral movement event, wherein the current dynamic operating region is a linear operating region or a non-linear operating region, and wherein the lateral movement of the motor vehicle occurring during the unexpected lateral movement event includes the lateral acceleration and / or lateral yaw rate of the motor vehicle. Determine whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating area; as well as When the unexpected lateral movement event occurs in the linear operating region, a powertrain control action is performed in a first manner to mitigate the unexpected lateral movement event, the first manner substantially or completely disabling the propulsion capability of the vehicle; and when the unexpected lateral movement event occurs in the nonlinear operating region, a powertrain control action is performed in a second manner to mitigate the unexpected lateral movement event, the second manner temporarily allowing the vehicle to continue operating, wherein the powertrain control action includes changing the dynamic output state of at least one of the plurality of propulsion actuators.

11. The powertrain system of claim 10, wherein the electronic controller is configured to detect the initiation of the unexpected lateral motion event by receiving the lateral acceleration and / or lateral yaw rate from an accelerometer and / or a yaw rate sensor, respectively.

12. The powertrain system according to claim 10, wherein, The electronic controller is configured to determine whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating region by comparing the lateral movement with at least one lookup table stored in the electronic controller's memory.

13. The powertrain system according to claim 12, wherein, The at least one lookup table is indexed by the lateral tire forces and tire slip angles of a set of road wheels of the motor vehicle.

14. The powertrain system of claim 10, further comprising a steering wheel and a steering angle sensor, the steering angle sensor being configured to measure the steering angle of the steering wheel, wherein execution of the command causes the electronic controller to: Receive a steering angle signal indicating the steering angle from the steering angle sensor; and The steering angle signal is processed by the processor of the electronic controller to determine whether the vehicle is operating in a non-linear or linear operating region.

15. The powertrain system according to claim 10, wherein, The powertrain control action in the first manner includes completely disabling the propulsion capability of the motor vehicle.

16. The powertrain system according to claim 10, wherein, The powertrain control action in the second manner includes, as a first control action, reducing the corresponding propulsion capability of at least one, but less than all, of the plurality of propulsion actuators.

17. The powertrain system of claim 16, wherein the first control action includes a command torque vector control operation that modifies the relative torque contribution from at least one of the plurality of propulsion actuators.

18. The powertrain system according to claim 16, wherein, The electronic controller is configured to execute a second control action when the first control action does not cause the vehicle to return to the calibrated lateral dynamic limits within a predetermined response duration, the second control action including completely disabling the propulsion capability of the plurality of propulsion actuators.

19. A non-tangible computer-readable storage medium having instructions recorded thereon for mitigating unintended lateral movement events of a motor vehicle having a powertrain system, the powertrain system comprising a plurality of propulsion actuators, wherein the instructions are executed by a processor of an electronic controller causing the electronic controller to: The current dynamic operating region of the motor vehicle is identified at the start of the unexpected lateral movement event, wherein the current dynamic operating region is a linear operating region or a non-linear operating region, and wherein the lateral movement of the motor vehicle occurring during the unexpected lateral movement event includes the lateral acceleration and / or lateral yaw rate of the motor vehicle. Determine whether the lateral movement exceeds the calibrated lateral dynamic limit of the current dynamic operating area; as well as Performing powertrain control actions to mitigate the unexpected lateral movement event includes completely disabling the propulsion capability of the vehicle when the unexpected lateral movement event occurs in the linear operating region, and performing different control responses to at least temporarily allow the vehicle to continue operating in the nonlinear operating region when the unexpected lateral movement event occurs, wherein the powertrain control actions include changing the dynamic output state of at least one of the plurality of propulsion actuators.

20. The non-tangible computer-readable storage medium of claim 19, wherein the instructions are executed by the processor of the electronic controller such that the electronic controller performs a hierarchical control response in such a manner as follows: As a first progressive control action, the propulsion capability of at least one of the plurality of propulsion actuators is reduced for a predetermined response duration, but less than the duration of all propulsion actuators; and In response to the first progressive control action failing to cause the vehicle to return to the calibrated lateral dynamic limits within the predetermined response duration, the second control action completely disables the vehicle's propulsion capability.

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