Wheel driving method and system

Abstract

The invention relates to a method of operating a drivetrain. In one example, the motor torque is adjusted as a function of the torque required by the driver and the torque that compensates for the rotation of the gimbal. The function of motor torque adjustment is to counteract the torque change of the transmission system possibly caused by the universal joint. The invention also relates to a vehicle system.

Description

Technical Field

[0001] The present disclosure relates to a method and system for driving a wheel of a vehicle. The method can be applied by a motor to drive the wheel through a universal joint. Background Art

[0002] The wheels of a vehicle can move relative to the vehicle chassis and the vehicle's propulsion source. For example, when the vehicle is traveling on a rough road, the rear wheels and the front wheels may move in a vertical direction. In addition, if the wheels are steerable wheels (such as front wheels), the wheels can move vertically and also around a pivot point. The vehicle can provide propulsion only to the front wheels, the rear wheels, or both wheels. Therefore, the driven wheels of the vehicle can move relative to the vehicle's propulsion source, so that the rotation axis of the wheels can be tilted from the rotation axis of the shaft that transmits power from the propulsion source to the driven wheels. Therefore, the shaft that outputs power from the propulsion source may not be directly connected to the driven wheels. Instead, a universal joint or a constant velocity joint can be installed between the shaft that outputs power from the propulsion source and the driven wheels. Universal joints and constant velocity joints allow movement between the shaft that outputs power from the propulsion source and the driven wheels, but constant velocity joints are more expensive than universal joints. On the other hand, universal joints do not provide constant and smooth torque transmission. Instead, universal joints may introduce oscillations in the torque transmitted through the vehicle's drivetrain. These oscillations may disturb passengers in the vehicle. Therefore, it would be desirable to provide an economical way to smoothly transfer torque from the propulsion source to the wheels. Summary of the invention

[0003] The inventors herein have recognized the above problems and developed a method for operating a powertrain system, the method comprising: adjusting a propulsion source torque command based on a difference between a propulsion source angle and a wheel angle.

[0004] When a universal joint is installed in a drive system upstream of the wheel and downstream of the propulsion source, the technical effect of smoother rotation of the drive system can be achieved by adjusting the torque output of the propulsion source (such as a motor). In particular, when the universal joint rotates, the torque generated by the propulsion source can offset the torque pulsation caused by the change in the speed of the universal joint. As a result, the drive system with a universal shaft can rotate more smoothly and reduce the possibility of causing interference to vehicle occupants.

[0005] The present invention has several advantages. In particular, the method can reduce the financial cost of the vehicle driveline. In addition, the method can make the vehicle run more smoothly. In addition, the method can improve customer satisfaction.

[0006] It should be understood that the above summary is intended to introduce in a simplified form the concepts that are further described in the detailed description. It is not intended to identify key features of the claimed subject matter, the scope of which is solely determined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is a schematic diagram of an example vehicle including an electrified powertrain.

[0008] Figure 2 A detailed view of the right front wheel driveline components is shown.

[0009] Figure 3 An axial view of the drive shaft and hub is shown.

[0010] Figure 4 A flow chart showing a method of operation of the transmission system. DETAILED DESCRIPTION

[0011] A method and system for operating a transmission system including a universal joint is described herein. In one example, a torque command to a motor is adjusted so that the torque output of the motor compensates for torque variations in the transmission system that may be associated with changes in the universal joint speed. This compensation reduces torque fluctuations in the transmission system, thereby allowing torque to be smoothly transmitted through the transmission system. In one example, as Figure 1 As shown, the system may be part of an electric vehicle. The system may include a universal joint configured as Figure 2 As shown. The universal joint can be connected to the shaft and the hub, such as Figure 3 shown. Figure 4 A flow chart showing a method of operation of the transmission system.

[0012] Figure 1 An example of a vehicle propulsion system 199 for vehicle 10 is shown. A front end 110 of vehicle 10 is labeled, and a rear end 111 of vehicle 10 is also labeled. When the front of the vehicle drives vehicle 10 to move, vehicle 10 travels in a forward direction. When the rear of the vehicle drives vehicle 10 to move, vehicle 10 travels in an opposite direction. The illustrated vehicle propulsion system 199 includes a propulsion source 105 (e.g., a motor), a propulsion source 145, and a propulsion source 185. In other examples, vehicle 10 may include more or fewer propulsion sources. In one example, propulsion source 105, propulsion source 145, and propulsion source 185 may be motors that operate as motors or generators. Propulsion source 105 is fixed to an electrified axle 190. Propulsion source 145 provides propulsion for the right front wheel 102a. Propulsion source 185 provides propulsion for the left front wheel 102b. Figure 1In the figure, the mechanical connections between the components are represented by solid lines, while the electrical connections between the components are represented by dotted lines.

[0013] The vehicle propulsion system 199 includes an electrified axle 190 (e.g., an axle including an integrated electric machine that provides propulsion for the vehicle). The electrified axle 190 may include two half-axles, including a first or right half-axle 190a and a second or left half-axle 190b. In other examples, the vehicle may include an internal combustion engine as a propulsion source.

[0014] The electrified axle 190 may be an integrated axle including a differential gear 106, a gear set 107, and a propulsion source 105. The electrified axle 190 may include a first speed sensor 119 for sensing the speed of the propulsion source 105, a second speed sensor 122 for sensing the speed of the output shaft (not shown), a first clutch actuator 112, and a clutch position sensor 113. The power inverter 115 is electrically coupled to the propulsion source 105. The axle control unit 116 is electrically connected to the sensors and actuators of the electrified axle 190.

[0015] The propulsion source 105 can transmit mechanical power to or receive mechanical power from the gear set 107. Therefore, the gear set 107 can be a multi-speed gear set that can shift between gears when a command is issued by the axle control unit 116. The axle control unit 116 includes a processor 116a and a memory 116b. The memory 116b may include a non-temporary memory (e.g., a read-only memory), a random access memory, and a survival memory. The gear set 107 can transmit mechanical power to or receive mechanical power from the differential gear 106. The differential gear 106 can transmit mechanical power to or receive mechanical power from the rear wheel 103 through the right half shaft 190a and the left half shaft 190b. The propulsion source 105 can consume alternating current (AC) power provided by the power inverter 115. Alternatively, the propulsion source 105b can provide AC power to the power inverter 115. The power inverter 115 may receive high voltage direct current (DC) power from an energy storage device 160 (e.g., a traction battery or traction capacitor). The power inverter 115 may convert the DC power from the energy storage device 160 into AC power for the propulsion source 105. Alternatively, the power inverter 115 may receive AC power from the propulsion source 105. The power inverter 115 may convert the AC power of the propulsion source 105 into DC power for storage in the energy storage device 160.

[0016] The propulsion source 145 can transmit mechanical power to the right front wheel 102a or receive mechanical power from the right front wheel 102a. The right wheel control unit 149 includes a processor 149a and a memory 149b. The memory 149b may include a non-temporary memory, a random access memory, and a survival memory. The propulsion source 145 can consume the alternating current provided by the power inverter 146. Alternatively, the propulsion source 145 can provide alternating current to the power inverter 146. The power inverter 146 can obtain high-voltage direct current (DC) power from the energy storage device 160 (e.g., a traction battery or a traction capacitor). The power inverter 146 can convert the direct current from the energy storage device 160 into alternating current for the propulsion source 145. Alternatively, the power inverter 146 can provide alternating current from the propulsion source 145. The power inverter 146 can convert the alternating current of the propulsion source 145 into direct current to be stored in the energy storage device 160. Propulsion source 145 provides propulsion to right front wheel 102a through universal joint 147. Universal joint 147 can transmit power to or from right front wheel 102a even if rotation of steering wheel 198 causes steering knuckle 148 to rotate right wheel 102a.

[0017] The propulsion source 185 can transmit mechanical power to the left front wheel 102b or receive mechanical power from the left front wheel 102b. The left wheel control unit 189 includes a processor 189a and a memory 189b. The memory 189b may include a non-temporary memory, a random access memory, and a keep-alive memory. The propulsion source 185 can consume the alternating current provided by the power inverter 186. Alternatively, the propulsion source 185 can provide alternating current to the power inverter 186. The power inverter 186 can obtain high-voltage direct current (DC) power from the energy storage device 160 (e.g., a traction battery or a traction capacitor). The power inverter 186 can convert the direct current from the energy storage device 160 into alternating current for the propulsion source 185. Alternatively, the power inverter 186 can provide alternating current from the propulsion source 185. The power inverter 186 can convert the alternating current of the propulsion source 185 into direct current to be stored in the energy storage device 160. Propulsion source 185 provides propulsion to left front wheel 102b through universal joint 187. Universal joint 187 can transmit power to and from left front wheel 102b even if steering wheel 198 is rotated causing steering knuckle 188 to rotate left front wheel 102b.

[0018] The energy storage device 160 may periodically receive electrical energy from a power source such as a fixed power grid 176 via a charging station 177 and a charging cable 178. The fixed power grid 176 and the charging station 177 are located outside the vehicle (e.g., not part of the vehicle). As a non-limiting example, the vehicle propulsion system 199 may be configured as a plug-in electric vehicle (EV), wherein electrical energy may be provided to the energy storage device 160 via the power grid 176. The vehicle 10 includes a socket 164 for receiving an electrical charge. The socket 164 is electrically connected to a power converter 165. The power converter 165 may convert alternating current to direct current or convert direct current to direct current. The power converter is electrically connected to the energy storage device 160 so that the energy storage device 160 may receive direct current from the power converter 165.

[0019] The energy storage device 160 may include an energy storage device controller 139 and a distribution box 162. The energy storage device controller 139 may provide charge balancing between energy storage elements (eg, battery cells) and communicate with other vehicle controllers (eg, vehicle control unit 152).

[0020] The vehicle 10 may include a vehicle control unit (VCU) controller 152, which may communicate with the power inverter 115, the power inverter 146, the power inverter 186, the axle control unit 116, the right wheel control unit 149, the left wheel control unit 189, the friction or foundation brake controller 170, the global positioning system (GPS) 193 and the instrument panel 130 and the components therein via a controller area network (CAN) 120. The VCU 152 includes a memory 114, which may include non-temporary memory and random access memory (RAM). The VCU also includes a digital processor or central processing unit (CPU) 153 and inputs and outputs (I / O) 118 (e.g., digital inputs, digital outputs, analog inputs, and analog outputs including counters, timers, and discrete inputs). The VCU may receive signals from sensors 154 and provide control signal outputs to actuators 156. The sensors 154 may include, but are not limited to, lateral acceleration sensors, longitudinal acceleration sensors, yaw rate sensors, tilt sensors, temperature sensors, electrical energy storage device voltage and current sensors, and other sensors described herein. In addition, the sensors 154 may also include a steering angle sensor 197, a driver demand pedal position sensor 141, a vehicle ranging sensor (including radio detection and ranging (RADAR), light detection and ranging (LIDAR), sound navigation and ranging (SONAR), and a brake pedal position sensor 151). The actuators may include, but are not limited to, the inverter, transmission controller, display device, human-machine interface, friction brake system, and electric energy storage device controller described herein.

[0021] The driver demand pedal position sensor 141 is connected to the driver demand pedal 140 for determining the degree of depression of the driver demand pedal 140 by a human 142. The brake pedal position sensor 151 is connected to the brake pedal 150 for determining the degree of depression of the brake pedal 150 by a human 142. The steering angle sensor 197 is configured to determine the steering angle according to the position of the steering wheel 198.

[0022] The vehicle propulsion system 199 is provided with a global positioning system 193 which receives timing and position data from one or more GPS satellites 194. The global positioning system may also include a geographic map in ROM for determining the location of the vehicle 10 and the characteristics of the roads on which the vehicle 10 may be traveling.

[0023] The vehicle propulsion system may also include a dashboard 130 with which the vehicle operator may interact. The dashboard 130 may include a display system 132 configured to display information to the vehicle operator. As non-limiting examples, the display system 132 may include a touch screen or human-machine interface (HMI) display that enables the vehicle operator to view graphical information and enter commands. In some examples, the display system 132 may be wirelessly connected to the Internet (not shown) via the VCU 152. Thus, in some examples, the vehicle operator may communicate with an Internet website or software application (App) and the VCU 152 via the display system 132.

[0024] The instrument panel 130 may further include an operator interface 136 through which the vehicle operator can adjust the operating state of the vehicle. Specifically, the operator interface 136 may be configured to activate and / or deactivate the operation of the vehicle driveline (e.g., the propulsion assembly between the propulsion source 105 and the wheels 103) based on the operator input. In addition, the operator can request an axle mode (e.g., park, reverse, neutral, drive) through the operator interface. Various examples of the operator interface 136 may include an interface that applies a physical device, such as a key or a nearby phone, which can be placed near the operator interface 136 to activate the electric axle 190, the propulsion source 105, the propulsion source 145, and the propulsion source 185, thereby turning on the vehicle 10. Alternatively, the key or phone is removed, the electric axle and the propulsion sources 105, the propulsion source 145, and the propulsion source 185 are turned off, and the vehicle 10 is turned off. The electrified axle 190, propulsion source 105, propulsion source 145, and propulsion source 185 may be activated by supplying power to propulsion source 105, propulsion source 145, propulsion source 185, power inverter 115, power inverter 146, and power inverter 186. The electric axle 190 and the motor may be deactivated by stopping supplying power to the electric axle 190, propulsion source 105, propulsion source 145, propulsion source 185, power inverter 115, power inverter 146, and power inverter 186. The spatial orientation of the vehicle 10 is indicated by the axis 175.

[0025] Also shown is a base or friction brake controller 170 for the vehicle 10. The friction brake controller 170 can selectively apply and release the friction brakes 172a / 172b by allowing hydraulic fluid to flow to the friction brakes 172a / 172b. The application and release of the friction brakes 172a / 172b can avoid locking the front wheels 102 and the rear wheels 103. The wheel position or vehicle speed sensor 161 can provide wheel speed data to the friction brake controller 170. The vehicle propulsion system 199 can provide torque to the rear wheels 103 to propel the vehicle 10.

[0026] A human or autonomous driver may request a driver requested torque or driver requested power by depressing the driver request pedal 140 or providing a driver requested wheel torque / power request to the vehicle controller 152. The vehicle controller 152 may then request the propulsion source 105, the propulsion source 145, and the propulsion source 185 to provide torque or power by commanding the axle control unit 116, the front right wheel control unit 149, and the front left wheel control unit 189. The axle control unit 116 may command the power inverter 115 to provide a portion of the torque / power requested by the driver through the electrified axle 190 and the propulsion source 105. Similarly, the front right control unit 149 may command the power inverter 146 to output a portion of the torque / power requested by the driver through the front right wheel 102a. Similarly, the front left control unit 189 may command the power inverter 186 to output a portion of the torque / power requested by the driver through the front left wheel 102b. The propulsion source 105 rotates and transmits the torque / power to the gear set 107. Gear set 107 can transfer torque from propulsion source 105 to differential gear 106, and differential gear 106 transfers torque from propulsion source 105 to rear wheels 103 via half shafts 190a and 190b.

[0027] In the case of a full release of the driver demand pedal, when the speed of the vehicle 10 is greater than a threshold speed, the vehicle controller 152 may request a small amount of negative braking power or regenerative braking power to gradually slow the speed of the vehicle 10. The amount of regenerative braking force requested may be a function of the driver demand pedal position, the state of charge (SOC) of the electrical energy storage device, the vehicle speed, and other conditions. If the driver demand pedal 140 is fully released and the vehicle speed is less than a threshold speed, the vehicle controller 152 may request a small amount of positive torque / power from the propulsion sources 105, 145, and 185, which may be referred to as a climbing torque or power. The climbing torque or power may keep the vehicle 10 stationary when the vehicle 10 is on a positive slope.

[0028] The human or autonomous driver may also request a negative or regenerative driver requested braking torque, or a driver requested braking force, by depressing the brake pedal 150 or issuing a driver requested braking force request to the vehicle control unit 152. The vehicle controller 152 may request that a first portion of the driver requested braking force be generated by the electric axle 190, the propulsion source 105, the propulsion source 145, and the propulsion source 185 by instructing the axle control unit 116, the wheel control unit 149, and the wheel control unit 189. In addition, the vehicle controller 152 may request that a portion of the driver requested braking force be provided by the friction brake 172 through the friction brake controller 170 to provide a second portion of the driver requested braking force.

[0029] Now please see Figure 2 , showing a detailed longitudinal view of the right front wheel driveline assembly. The left front wheel drive assembly of the vehicle may be similarly configured.

[0030] The motor 145 includes a shaft 204 that includes a reference position 206. The reference position 206 may be a keyway, missing spline, or other mechanical mark that indicates the rotational position of the shaft 204 relative to the motor 145. The resolver 202 is an electromagnetic position sensor that indicates the rotational angle 250 (e.g., θ) of the shaft 204. m The rotational position of the reference position 206 corresponds to a unique rotational angle of the shaft 204 (eg, 0 degrees).

[0031] The shaft 204 is directly connected to a first shaft 208 of the universal joint 146. The first shaft 208 includes a reference position 210 that can be aligned with the reference position of the shaft 204 so that the rotational position of the universal joint 146 relative to the rotational position of the shaft 204 is known. The first shaft 208 includes a first yoke 212 that is mechanically connected to a second yoke 214 of the universal joint 147 via a cross journal 216. The second shaft yoke 214 is directly connected to a second shaft 218.

[0032] The steering knuckle 220 supports the universal joint 147 and the wheel hub 226. The steering knuckle 220 allows the wheel hub 226 and the wheel 102 to rotate, thereby enabling the vehicle to turn left or right. The wheel hub 226 is fixed to the steering knuckle 220, and the wheel hub 226 includes a bearing (not shown) that allows the second shaft 218 to transmit torque to the wheel 102 through the wheel hub 226. The wheel hub 226 includes a position encoder 224 for indicating a certain rotation angle 252 (e.g., θ w ). The hub 226 is configured to be connected to the second shaft 218 in a single or unique manner so that the unique rotational position of the hub 226 is aligned with the unique rotational position of the second shaft 218 and the unique rotational position of the shaft. Therefore, the relative position of the hub 226 can be determined relative to the rotational position of the shaft 204.

[0033] Now please see Figure 3 , the figure shows an end axial view of the drive shaft and hub. Figure 2 The drive shaft or second shaft 218 in the embodiment includes a reference location 302 (e.g., a missing spline, or another reference location such as a keyway, etc.). The second shaft 218 also includes a spline 303 that engages with a spline 310 of the hub 226. However, as shown at 302, one of the splines is missing, so that the second shaft 218 can only be inserted into the hub 226 in a single direction, so that the position of the hub 226 relative to the second shaft 218 and the shaft 204 is known. The hub 226 includes a bearing 308 that allows the spline 306 to rotate relative to the bearing seat 310. The hub 226 also includes a missing spline, as shown at 305, which allows the hub 226 to engage and surround the second shaft 218 in a unique rotational position, thereby ensuring that the second shaft 218 and the hub 226 are properly aligned during assembly and modification.

[0034] therefore, Figure 1-3 The system in provides a vehicle system, the system comprising: an electric motor, including; a universal joint coupled to a drive shaft and the electric motor; and a wheel hub, including a reference position locating feature, the reference position locating feature being configured to receive a drive shaft locating feature so that the wheel hub cooperates with a cross section of the drive shaft and surrounds the drive shaft at a unique angular position of the wheel hub, so that the wheel hub cooperates with the drive shaft and surrounds the drive shaft in only one way. In a first example, the vehicle system also includes a rotary transformer connected to the electric motor. In a second example that may include the first example, the vehicle system also includes a position encoder connected to the wheel hub. In a third example that may include one or both of the first and second examples, the vehicle system further includes a controller, the controller including executable instructions stored in a non-transitory memory, the instructions causing the controller to adjust the torque output of the electric machine. In a fourth example that may include one or more of the first to third examples, the vehicle system includes, wherein the torque output of the electric machine is adjusted according to the difference between the angle of the electric machine and the angle of the wheel hub. In a fifth example, which may include one or more of the first to fourth examples, the vehicle system includes wherein the torque output of the electric machine is further responsively adjusted according to a difference between an angular rate of change of the electric machine (e.g., the angular rate of change of the electric machine) and an angular rate of change of the wheel hub (e.g., the angular rate of change of the wheel hub). In a sixth example, which may include one or more of the first to fifth examples, the vehicle system includes wherein the wheel hub is a front wheel hub connected to a steering knuckle.

[0035] Now please see Figure 4 , a method 400 for operating a vehicle transmission system or powertrain is shown. The method may be implemented at least in part as executable instructions stored in Figure 1-3In addition, the method may include taking actions in the physical world to change Figure 1-3 The operating status of the system.

[0036] At 402, method 400 mounts a rotary transformer to a motor and aligns a reference position of the motor shaft with a reference position of the rotary transformer. For example, a 0° angle of the motor corresponds to a 0° angle of the rotary transformer. In this way, the rotary transformer can indicate the position of the motor shaft. Method 400 proceeds to 404.

[0037] At 404, method 400 mates a first yoke of the universal joint to the motor, aligning a reference position of the first yoke (e.g., a reference position of a shaft connected to the first yoke) with a reference position of the motor shaft. For example, the missing spline position of the first yoke assembly is paired with the missing spline position on the motor shaft. In this way, the position of the first yoke can be determined by the rotary transformer. Method 400 proceeds to 406.

[0038] At 406, method 400 mounts a second yoke of the cardan shaft to a first yoke of the cardan shaft. The reference position of the second yoke may be aligned with the reference position of the first yoke. For example, the ends of the first yoke may be at 90° angles to the ends of the second yoke, with the cross journal located between the ends of the first yoke and the ends of the second yoke. This connects the rotational position of the second yoke to the rotational position of the first yoke. Method 400 proceeds to 408.

[0039] At 408, method 400 mates the second yoke of the universal joint to the wheel hub, aligning a reference position of the drive shaft of the universal joint (which may be part of the second yoke of the universal joint) with a reference position of the wheel hub. For example, the rotation angle of the drive shaft lacking splines can be aligned with the rotation angle of the wheel hub lacking splines. The drive shaft is inserted into the wheel hub. In this way, an encoder on the wheel hub can indicate the position of the second yoke or the position of the drive shaft. Method 400 proceeds to 410.

[0040] At 410, method 400 mounts an encoder (e.g., an encoder that provides a determined rotational position of a device to which it is connected (e.g., a wheel hub)) to the wheel hub. A reference position of the encoder is aligned with a reference position of the wheel hub. For example, a 0° angle of the encoder is aligned with a 0° angle of the wheel hub. In this way, the encoder can indicate the position of the wheel hub. Method 400 proceeds to 412.

[0041] At 412 , method 400 generates a portion of the driver requested wheel torque and adds compensation to the driver requested wheel torque to counteract torque pulsations that may be caused by universal joint rotation and vehicle steering angle. For example, the wheel torque command may be determined by: Where RFT is the command right front wheel torque, X is a multiplier that can be determined by the vehicle stability control algorithm or a predetermined amount (such as 0.25), DDWT is the driver required wheel torque determined based on the driver required pedal position, k is the system stiffness constant, and θ m is the motor angle, θ w is the wheel or hub angle, b is the system damping constant, is the rate of change of the motor's angle, and is the rate of change of the angle of the wheel or hub. Method 400 commands the motor to provide the commanded torque. Method 400 exits.

[0042] In this way, the torque of the drive train can be compensated by the rotation of the universal joint, making the torque transmission of the drive train smoother. The relative rotational position of the wheel with respect to the rotational position of the motor can be determined by the resolver and encoder, because the drive train between the motor and the wheel hub is matched in a unique way.

[0043] therefore, Figure 4 A method for operating a transmission system is provided, comprising: In response to a difference between a propulsion source angle (e.g., a propulsion source angle) and a wheel hub angle (e.g., a wheel hub angle), a propulsion source torque command is adjusted. In a first example, the method includes wherein the propulsion source is a motor. In a second example, which may include the first example, the method further includes adjusting the propulsion source torque command to further respond to a difference between a rate of change of the propulsion source angle and a rate of change of the wheel hub angle. In a third example, which may include one or both of the first and second examples, the method includes wherein the angle of the propulsion source is determined by a resolver. In a fourth example, which may include one or both of the first and second examples, the method includes determining the angle of the wheel hub by an encoder. In a fifth example, which may include one or more of the first to fourth examples, the method includes wherein the wheel hub is directly coupled to a steering knuckle. In a sixth example, which may include one or more of the first to fifth examples, the method further includes transmitting torque from the propulsion source to the wheel via a universal joint. In a seventh example, which may include one or more of the first to sixth examples, the method includes the propulsion source providing torque to the front wheels of the vehicle.

[0044] Figure 4The method also provides a method for operating a transmission system, including: providing torque from a motor to a wheel hub, wherein the wheel hub is connected to the motor via a universal joint; and adjusting the motor torque command in response to a difference between a motor angle (e.g., a motor angle) and a wheel hub angle (e.g., a hub angle). In a first example, the method also includes further adjusting the motor torque command in response to a difference between a rate of change of the motor angle and a rate of change of the wheel hub angle. In a second example, which may include the first example, the method includes wherein the wheel hub is coupled to a steering knuckle. In a third example, which may include one or both of the first and second examples, the method further includes adjusting the electric machine torque command based on the torque requested by the driver. In a fourth example, which may include one or more of the first to third examples, the method includes determining the angle of the wheel hub via an encoder.

[0045] Please note that the control and estimation routine examples included herein can be used in various powertrain and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by a control system including a controller in combination with various sensors, actuators and other transmission and / or vehicle hardware. In addition, some methods may be physical operations taken in the real world to change the state of the device. Therefore, the actions, operations and / or functions described can graphically represent the code that will be programmed into the non-volatile memory of the computer-readable storage medium in the vehicle and / or transmission control system. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various operations, operations and / or functions illustrated can be performed in the order shown, in parallel, or omitted in some cases. Similarly, it is not necessary to maintain the processing order to achieve the features and advantages of the examples described herein. It is just for the convenience of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions illustrated can be repeatedly performed. If necessary, one or more method steps described herein can be omitted.

[0046] Although various embodiments are described above, it should be understood that these embodiments are examples only and not limitations. It is obvious to those familiar with the relevant technology that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the embodiments described above should be regarded as illustrative and not restrictive in all respects. Therefore, the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be regarded as restrictive because there can be many variations. For example, the above-mentioned technology can be applied to power systems containing different types of propulsion sources, including different types of motors, internal combustion engines and / or transmissions. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions and / or characteristics disclosed herein.

[0047] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or its equivalent. The claims may be construed to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. A method of operating a transmission system, comprising: The propulsion source torque command is adjusted based on the difference between the propulsion source angle and the hub angle.

2. The method according to claim 1, characterized in that The propulsion source torque command is sent to a propulsion source, which is an electric motor.

3. The method according to claim 2, characterized in that The method further includes adjusting the propulsion source torque command in response to a second difference between the propulsion source angle change rate and the hub angle change rate.

4. The method according to claim 3, characterized in that The propulsion source angle is determined by a rotary transformer.

5. The method according to claim 4, characterized in that The hub angle is determined by an encoder.

6. The method according to claim 1, characterized in that The hub angle is the angle of the hub directly connected to the steering knuckle.

7. The method according to claim 1, characterized in that: Also included is transferring torque from the propulsion source to the wheels via a universal joint.

8. The method according to claim 7, characterized in that The propulsion source provides torque to the front wheels of the vehicle.

9. A vehicle system comprising: Motor; a universal joint connected to the transmission shaft and the motor; as well as The hub includes a reference position locating feature that receives the locating feature of the drive shaft so that the hub can only mate with the cross-section of the drive shaft and surround the drive shaft in a unique angular position so that the hub can only mate with and surround the drive shaft in one way.

10. The vehicle system according to claim 9, characterized in that Also included is a rotary transformer connected to the motor.

11. The vehicle system according to claim 10, characterized in that: Also included is a position encoder connected to the hub.

12. The vehicle system according to claim 9, characterized in that Also included is a controller including executable instructions stored in a non-transitory memory that cause the controller to adjust a torque output of the electric machine.

13. The vehicle system according to claim 12, characterized in that: The torque output of the motor is adjusted based on the difference between the motor angle and the wheel hub angle.

14. The vehicle system according to claim 13, characterized in that: The torque output of the motor is adjusted according to a second difference between the angular change rate of the motor and the angular change rate of the wheel hub.

15. The vehicle system according to claim 9, characterized in that The wheel hub is a front wheel hub and is connected to the steering knuckle.

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