Drive torque distribution system with remedial measures

Abstract

A drive torque distribution system (20) for a vehicle (10), the vehicle (10) including a plurality of torque distribution motors (18), the drive torque distribution system (20) comprising: a controller (22) in electronic communication with a plurality of vehicle systems (28), the controller (22) executing instructions to: receive at least one or more calculation errors (30), one or more sensor errors (36), and a driver torque request (40), the driver torque request (40) indicating a total torque to be produced by a drive system of the vehicle (10); in response to receiving at least one of the one or more calculation errors (30) and the one or more sensor errors (36), determine that an error has occurred that affects the calculation of a primary torque request (T1), the primary torque request (T1) allocating the total torque between the torque distribution motors (18) of the vehicle (10); in response to determining that the fault affecting the calculation of the primary torque request (T1) has occurred, determine a severity level of the fault; and determine a remedial state (50) based on the severity of the fault, the remedial state (50) indicating a corresponding action to be performed by the drive torque distribution system (20); wherein the controller (22) executes instructions to classify the severity of the error into one of a plurality of error classifications (A, B, C, D, F); wherein the remedy state (50) is determined on the basis of a specific error classification (A, B, C, D, F); and wherein the drive torque distribution system (20) maintains an all-wheel drive capability of the vehicle (10) based on the severity of the fault; wherein the controller (22) executes instructions to classify the severity of the fault as a third fault classification (C) that coincides with the inability to determine the primary torque request (T1); wherein the controller (22) executes instructions to provide an estimate of the lateral acceleration (a y ) and an estimate of the longitudinal acceleration (a x) of the vehicle (10) based on sensor data from the plurality of vehicle systems (28); wherein the controller (22) executes instructions to: compare a road wheel angle rate with a threshold wheel angle rate stored in a memory of the controller (22); in response to determining that the road wheel angular rate is greater than the threshold wheel angular rate, determine that the vehicle (10) is experiencing a countersteer event; and in response to determining that the vehicle (10) is undergoing a countersteering event, the estimate of the lateral acceleration (a y ) to filter.

Description

Technical area

[0001] The present disclosure relates to systems and methods for controlling drive torque distribution in a vehicle. More specifically, the present disclosure is directed to a drive torque distribution system that controls torque distribution in a vehicle and provides remedial action in response to one or more sensor faults. introduction

[0002] In an all-wheel drive (AWD) vehicle, each tire can rotate at its own individual speed. For example, when maneuvering the vehicle around a corner, the inside tires rotate slower than the outside tires. An all-wheel drive vehicle has a main drive torque distribution system that determines the distribution of torque between each of the vehicle's wheels. Specifically, the main drive torque distribution function can influence the vehicle's longitudinal dynamics by harnessing the longitudinal force at each of the vehicle's wheels. The main drive torque distribution function can also influence the vehicle's lateral dynamics based on torque vectoring. A torque vectoring mechanism distributes torque independently to the vehicle's left and right wheels based on driving conditions.However, in some cases, one or more of the vehicle's sensors may fail or a solution error may occur, adversely affecting the operation of the main drive torque distribution system.

[0003] US 2019 / 0 315 341 A1 describes systems and methods for monitoring the drive torque of electrified vehicles and initiating corrective action. The systems and methods include continuously monitoring an error between the actual and requested drive torque and comparing the error to various thresholds. An error exceeding a certain threshold could indicate a malfunction, and the vehicle could be given an opportunity to restore balance by temporarily reducing torque output. However, if the error continues to exceed the threshold or another threshold, further corrective action, such as shutting down the vehicle, may be required.

[0004] DE 10 2009 058 376 A1 describes a diagnostic management system for a hydrostatic displacement unit. The diagnostic management system includes an engine control unit for controlling a drive motor; a hybrid control unit for controlling the engine control unit based on at least one acceleration command signal and one deceleration command signal for the drive motor; a transmission control unit for controlling the engine control unit based on at least signals derived from a continuously variable transmission; and a digital displacement unit control unit for controlling at least one pump motor as the digital displacement unit.The control unit for a digital displacement unit has at least one diagnostic interface, which records operating values and / or operating states for detecting system errors occurring in the pump motor, a sensor section associated therewith, and / or a power electronics section associated therewith, and at least one calculation section, which preprocesses the operating values and / or operating states detected by the diagnostic interface. The at least one diagnostic interface and the at least one calculation section operate in a first system direction for diagnosing and determining a correction of occurring system errors, and in a second system direction for diagnosing and / or carrying out the correction of occurring system errors. A diagnostic management method can be carried out using the diagnostic management system.

[0005] DE 10 2006 018 790 A1 describes a method for operating, in particular for functional testing, components of a drive train of a motor vehicle. A theoretically expected longitudinal acceleration of the motor vehicle is calculated based on a drive train model. Furthermore, an actual longitudinal acceleration of the motor vehicle is measured using a longitudinal acceleration sensor, and the measured longitudinal acceleration is compared with the calculated longitudinal acceleration in such a way that if the measured longitudinal acceleration deviates from the calculated longitudinal acceleration by more than a limit value, a malfunction in the drive train of the motor vehicle is concluded.

[0006] DE 10 2017 122 166 A1 describes technical solutions for providing fail-safe assistance torque in steering systems. An exemplary method includes determining a first assistance torque signal by a first controller using a first set of torque sensor signals from a first sensor and a second set of torque sensor signals from a second sensor, wherein the first sensor corresponds to the first controller and the second sensor corresponds to a second controller. The method further includes determining a second assistance torque signal by the second controller using the first and second sets of torque sensor signals.The method further comprises generating an assist torque from a motor using the first and second assist torque signals, and in response to the first controller receiving a diagnostic signal indicating a fault of the first torque sensor, the first controller determines the first assist torque signal using only the second set of torque sensor signals.

[0007] DE 10 2012 210 793 A1 describes a method for verifying the plausibility of a vehicle's propulsion. The method includes determining the actual propulsion acceleration of the vehicle in the direction of travel, detecting a target propulsion acceleration, and verifying the plausibility of the actual propulsion acceleration based on the target propulsion acceleration.

[0008] Therefore, while current torque distribution systems for all-wheel drive vehicles serve their purpose, it is an object of the invention to provide an improved torque distribution system that corrects sensor and solver failures. It is also an object of the invention to provide a torque distribution system that maintains all-wheel drive capability, if possible, when sensor and solver failures occur. Description of the invention

[0009] The invention is defined by the claims.

[0010] According to the invention, a drive torque distribution system for a vehicle is disclosed. The vehicle includes a plurality of torque distribution motors. The drive torque distribution system includes a controller in electronic communication with a plurality of vehicle systems. The controller executes instructions to receive at least one or more calculation errors, one or more sensor errors, and a driver torque request, wherein the driver torque request indicates a total torque to be produced by a drive system of the vehicle. In response to receiving at least one of the one or more calculation errors and the one or more sensor errors, the controller determines that a fault has occurred affecting the calculation of a primary torque request, wherein the primary torque request allocates the total torque between the torque distribution motors of the vehicle.In response to determining that the fault affecting the calculation of the primary torque request has occurred, the controller determines a fault severity level. The controller then determines a remedial condition based on the fault severity level, where the remedial condition indicates a corresponding action performed by the drive torque distribution system. The controller executes instructions to classify the fault severity level into one of a plurality of fault classifications, where the remedial condition is determined based on a particular fault classification. The controller executes instructions to classify the fault severity level as a third fault classification that coincides with the inability to determine the primary torque request.In response to classifying the fault as the third fault classification, the controller determines a lateral acceleration estimate and a longitudinal acceleration estimate of the vehicle based on sensor data from the plurality of vehicle systems. The controller also executes instructions to compare a road wheel angular rate to a threshold wheel angular rate stored in a memory of the controller, and in response to determining that the road wheel angular rate is greater than the threshold wheel angular rate, determine that the vehicle is experiencing a countersteer event, and in response to determining that the vehicle is experiencing a countersteer event, filter the lateral acceleration estimate.

[0011] According to one embodiment, the controller executes instructions to classify the severity of the fault as a first fault classification consistent with a minor fault that only requires the fault to be communicated to the driver of the vehicle.

[0012] According to another embodiment, the controller executes instructions to classify the severity of the fault as a second fault classification consistent with requiring an alternative sensor input to determine the primary torque request.

[0013] According to another embodiment, the controller executes instructions to interpolate the lateral acceleration estimate and the longitudinal acceleration estimate to determine a base front-to-rear torque distribution, interpolate the lateral acceleration estimate and a vehicle reference speed to determine a speed correction offset, and combine the base front-to-rear torque distribution with the speed correction offset to determine a torque distribution.

[0014] According to another embodiment, the controller executes instructions to multiply the torque distribution by a total driver torque request to determine a remedial torque request to be used in place of the primary torque request.

[0015] According to another embodiment, the driver torque request indicates the total torque that a drive system of the vehicle is to produce based on an accelerator pedal input.

[0016] According to another embodiment, the controller executes instructions to monitor the drive torque distribution system to determine when a torque transient is active and, in response to determining that the torque transient has occurred, to replace the primary torque request with the remedial torque request.

[0017] According to another embodiment, the controller executes instructions to monitor the drive torque distribution system to determine when a torque transition is active and to perform a torque overlay operation in response to determining that the torque transition is active.

[0018] According to another embodiment, the torque overlay process includes determining a forward-reverse torque vector component and a left-right torque vector component for each torque split motor that is part of the vehicle.

[0019] According to another embodiment, the torque overlay operation includes increasing a value of a previously calculated forward-backward torque vector component and a previously calculated left-right torque vector component stored in memory by an incremental value until the value of the previously calculated forward-backward torque vector component is equal to the forward-backward torque vector component and the previously calculated left-right torque vector component is equal to the left-right torque vector component.

[0020] According to another embodiment, the controller executes instructions to classify the severity of the fault as a fourth fault classification indicating that the primary torque request cannot be determined.

[0021] According to another embodiment, the controller executes instructions to set a remedial torque request to a constant distribution of torque between the front and rear axles and to replace the primary torque request with the remedial torque request.

[0022] According to another embodiment, the controller executes instructions to classify the severity of the fault as a fifth fault classification consistent with a fault that prevents the plurality of torque distribution motors from producing torque.

[0023] According to another embodiment, in response to determining that the severity of the fault is classified as a fifth fault classification, the controller sets a remedial torque request to zero, wherein the remedial torque request is used in place of the primary torque request.

[0024] In one aspect, a non-transitory computer-readable storage medium is provided readable by processing circuitry and storing instructions that, when executed by the processing circuitry, perform method operations including receiving at least one or more calculation errors, one or more sensor errors, and a driver torque request for a vehicle, wherein the driver torque request indicates a total torque to be produced by a propulsion system of the vehicle. In response to receiving the one or more calculation errors and the one or more sensor errors, the method operation includes determining that a fault has occurred that affects the calculation of a primary torque request, wherein the primary torque request allocates the total torque between the torque distribution motors of the vehicle.In response to determining that the fault affecting the primary torque request calculation has occurred, the method operation includes determining a severity level of the fault. The method operation also includes determining a remedial condition based on the severity level of the fault, wherein the remedial condition indicates a corresponding action to be performed by the drive torque distribution system.

[0025] According to several aspects, a method of operating a drive torque distribution system for a vehicle is disclosed, the vehicle including a plurality of torque distribution motors. The method includes executing instructions to receive at least one or more calculation errors, one or more sensor errors, and a driver torque request, wherein the driver torque request indicates a total torque to be produced by a drive system of the vehicle. In response to receiving at least one of the one or more calculation errors and the one or more sensor errors, the method includes determining that a fault affecting the calculation of a primary torque request has occurred, the primary torque request allocating the total torque between the torque distribution motors of the vehicle.In response to determining that the fault affecting the primary torque request calculation has occurred, the method includes determining a severity level of the fault. The method also includes determining a remedial condition based on the severity level of the fault, wherein the remedial condition indicates a corresponding action performed by the drive torque distribution system. The method also includes classifying the severity level of the fault into one of a plurality of fault classifications, wherein the remedial condition is determined based on a particular fault classification.

[0026] Further areas of applicability will become apparent from the present description. It should be understood that the description and specific examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Short descriptions of the drawings

[0027] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. 1 is a schematic diagram of a vehicle incorporating the disclosed drive torque distribution system according to an exemplary embodiment; Fig. 2 is a block diagram of an error classification module that is part of the Fig. 1 according to an exemplary embodiment; Fig. 3 is a block diagram of an acceleration estimation module that is part of the Fig. 1 according to an exemplary embodiment; Fig. 4 is a block diagram of a remedial torque control module that is part of the Fig. 1 according to an exemplary embodiment; Fig. 5 is a block diagram of a torque decision module that is part of the Fig. 1 according to an exemplary embodiment; and Fig. 6 shows a computer program product with one or more storage media according to an exemplary embodiment. Detailed description

[0028] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

[0029] In Fig. 1 illustrates a schematic diagram of an exemplary vehicle 10. The vehicle 10 is any type of all-wheel drive (AWD) motor vehicle, such as a passenger car (e.g., a sedan), a truck, a van, or a sport utility vehicle (SUV). The vehicle 10 includes a plurality of wheels 16 and a plurality of torque distribution motors 18 that control torque to the wheels 16. The vehicle 10 also includes a drive torque distribution system 20 including a controller 22 in electronic communication with a primary vehicle motion controller 24. The primary vehicle motion controller 24 sends a primary torque request T1 to the controller 22. Optionally, the primary vehicle motion controller 24 also sends one or more calculation errors 30 to the controller 22.The controller 22 of the drive torque distribution system 20 and the primary vehicle motion controller 24 are in electronic communication with a plurality of vehicle systems 28 and a throttle control system 32. The controller 22 receives a plurality of sensor inputs 34, one or more sensor errors 36, and vehicle dynamic inputs 38 from the plurality of vehicle systems 28 in addition to a driver torque request 40 from the throttle control system 32. The driver torque request 40 indicates a total torque that a drive system of the vehicle 10 is to produce based on an accelerator pedal input, and the primary torque request T1 divides the total torque between the torque distribution motors 18 of the vehicle 10.

[0030] The primary vehicle motion controller 24 receives the plurality of sensor inputs 34 and the vehicle dynamic inputs 38 from the plurality of vehicle systems 28 and the driver torque request 40 from the input of the throttle control system 32, and determines the primary torque request T1 based on the input. During operation of the vehicle 10, the primary torque request T1 determined by the primary vehicle motion controller 24 is normally sent to the torque distribution motors 18. However, as explained below, in some cases when one or more calculation errors 30 and / or one or more sensor errors 36 occur, a remedial torque request T2 determined by the controller 22 of the drive torque distribution system 20 is sent to the torque distribution motors 18 instead of the primary torque request T1, depending on the severity of the error.Specifically, in the event that one or more calculation errors 30 and / or one or more sensor errors 36 are present, the controller 22 of the drive torque distribution system 20 determines a remedial action to replace the missing or corrupted data caused by the error. In some embodiments where the error is minor, the remedial action simply includes notifying the driver of the vehicle 10, and the primary torque request T1 continues to be sent to the torque distribution motors 18. However, in other embodiments, the remedial action includes replacing the primary torque request T1 with the remedial torque request T2. In certain embodiments, the drive torque distribution system 20 may maintain all-wheel drive capability unless the error is so severe that the plurality of torque distribution motors 18 cannot produce torque.

[0031] In the Fig. In the embodiment shown in Figure 1, the controller 22 includes a fault classification module 42, an acceleration estimation module 44, a remedial torque control module 46, and a torque decision module 48; however, it should be understood that other modules may be included. The fault classification module 42 receives as input one or more calculation errors 30 from the primary vehicle motion controller 24 and / or one or more sensor errors 36. The one or more calculation errors 30 indicate that a solver of the primary vehicle motion controller 24 is unable to calculate the primary torque request T1. The sensor errors 36 indicate that one or more inputs required to determine the primary torque request T1 are unavailable.In response to receiving at least one of the one or more calculation errors 30 and the one or more sensor errors 36, the error classification module 42 determines that an error has occurred that impacts the calculation of the primary torque request T1. It should be understood that both the primary torque request T1 and the remedial torque request T2 are expressed as an array, with each value of the array corresponding to one of the torque distribution motors 18 that are part of the vehicle 10.

[0032] In response to determining that the fault has occurred that impacts the calculation of the primary torque request T1, the fault classification module 42 then determines the severity of the fault. The fault classification module 42 then determines a remedial state 50 based on the severity of the fault. The remedial state 50 indicates an appropriate action to be performed by the drive torque distribution system 20 based on the severity of the fault. As shown in Fig. 1, the remedial state 50 is sent to the primary vehicle motion controller 24, the acceleration estimation module 44, the remedial torque control module 46, and the torque decision module 48. As explained below, depending on the severity of the fault, the drive torque distribution system 20 may replace the primary torque request T1 generated by the primary vehicle motion controller 24 with the remedial torque request T2.

[0033] Fig. 2 shows that in Fig. 1. The error classification module 42 comprises an error classification block 52 and a remedial action selection block 54. In the Fig. 2, the severity of the error is classified by the error classification block 52. The error classification block 52 comprises a plurality of error classifications A, B, C, D, E. In the embodiment shown in the figures, five error classifications are shown, but it should be noted that Fig. 2 is merely exemplary and the error classification block 52 may include any number of error classifications. With reference to the Fig. 1 and Fig. 2, the fault classification module 42 classifies the severity of the fault into one of a plurality of fault classifications A, B, C, D, F, and the remedy state 50 is determined based on a particular fault classification. The severity of the fault may be calculated and compared to a threshold for classifying or using the fault. In other words, the severity of the fault may be classified based on a loss function that considers some or all of the factors described below.

[0034] In one embodiment, the fault classification block 52 classifies the severity of the fault into the first fault classification A, which corresponds to a minor fault that only requires notification to the driver of the vehicle 10. This means that no corrective action is required by the drive torque distribution system 20, and the primary torque request T1 generated by the primary vehicle motion controller 24 continues to be sent to the torque distribution motors 18. An example of a first fault classification A is a defective tire pressure sensor. The first fault classification A corresponds to a first remedial condition 50A, where the first remedial condition 50A includes generating a driver message 56 indicating that one or more sensors require attention. The driver message 56 may be any type of visual, audible, or haptic alert to warn the driver of the vehicle 10, such as aB. a visual indicator that lights up on the vehicle's dashboard.

[0035] In another embodiment, the fault classification block 52 classifies the severity of the fault into the second fault classification B, which corresponds to a fault requiring an alternative sensor input to determine the primary torque request T1. For example, if the one or more sensor faults 36 indicate a wheel speed sensor fault, an engine speed is used instead of wheel speed as an alternative to deriving the wheel speed, rather than relying directly on the wheel speed sensor. The second fault classification B corresponds to a second remedial state 50B, where the second remedial state 50B includes determining an alternative sensor input in calculating the primary torque request T1. In one embodiment, the second remedial state 50B may also include generating the driver message 56.

[0036] A third fault classification C coincides with a fault indicating that the primary vehicle motion controller 24 is unable to determine the primary torque request T1, and therefore the remedial torque request T2 is calculated and sent to the torque distribution motors 18 instead of the primary torque request T1. An example of a fault of the third fault classification C is an inertial measurement unit (IMU) fault. The third fault classification C corresponds to a third remedial state 50C. The third remedial state 50C includes estimating a lateral acceleration estimate a y and a longitudinal acceleration estimate a x of the vehicle 10 by the acceleration estimation module 44, which is described in more detail below, and then determining the remedial torque request T2 based on the lateral acceleration estimate a yand the longitudinal acceleration estimation a x of the vehicle 10 by the remedial torque control module 46. In one embodiment, the third remedial state 50C may also include generating the driver message 56.

[0037] In another embodiment, the fault classification block 52 classifies the severity of the fault into the fourth fault classification D, which indicates that the primary torque request T1 cannot be determined. An example of a fault of the fourth fault classification D is a steering angle sensor fault. In response to classifying the severity of the fault into the fourth fault classification D, the controller 22 sets the remedial torque request T2 to a constant front-to-rear torque distribution, and the remedial torque request T2 is calculated and sent to the torque distribution motors 18 instead of the primary torque request T1. The fourth fault classification D corresponds to a fourth remedial state 50D.The fourth remedial state 50D includes determining the remedial torque request T2 based on the constant front and rear torque distribution described below. In one embodiment, the fourth remedial state 50D may also include generating the driver message 56.

[0038] Finally, a fifth fault classification E corresponds to a fault that prevents the torque distribution motors 18 ( Fig. 1) generate torque. In response to determining that the fault severity corresponds to the fifth fault classification E, the remedial torque request T2 is set to zero and the propulsion system of the vehicle 10 is shut down. The fifth fault classification E corresponds to a fifth remedial state 50E, which includes shutting down the propulsion system of the vehicle 10. In one embodiment, the fifth remedial state 50E may also include generating the driver message 56.

[0039] Fig. 3 is a representation of the Fig. 1. The acceleration estimation module 44 receives the remedy state 50 from the fault classification module 42 (as shown in the Fig. 1 and Fig. 2) and the plurality of sensor inputs 34 from the plurality of vehicle systems 28 ( Fig. 1) as input. In particular, the acceleration estimation module 44 receives a road wheel angle θ, a vehicle reference speed S REF and a vehicle reference acceleration A REF than the sensor inputs 34. As in Fig. 3, the acceleration estimation module 44 includes a decision block 60, a lateral acceleration block 62, a countersteer detection block 64, a filtering block 66, and a longitudinal acceleration block 68. The decision block 60 receives the remedial state 50 as input. In response to the decision block 60 determining that the remedial state 50 indicates that the severity of the fault is classified into the third fault classification C, the acceleration estimation module 44 determines the lateral acceleration estimate a y and a longitudinal acceleration estimate a x of the vehicle 10 based on the sensor inputs 34 received from the plurality of vehicle systems 28 (in Fig. 1). This means that the acceleration estimation module 44 calculates the lateral acceleration estimate a y and the longitudinal acceleration estimate a xof the vehicle 10 only when the remedial state 50 indicates the third remedial state 50C.

[0040] The lateral acceleration block 62 receives as input the road wheel angle θ and the vehicle reference speed S REF than the sensor inputs 34 and estimates the estimated lateral acceleration estimate a y based on the road wheel angle θ and the vehicle reference speed S REFby any known method. The road wheel angle θ is also received as input by the countersteer detection block 64. The countersteer detection block 64 compares a road wheel angle rate, which indicates a rate at which a handwheel of the vehicle 10 is rotated, with a threshold wheel angle rate. The threshold wheel angle rate is a predetermined value stored in a memory of the controller 22. The countersteer detection block 64 determines that the vehicle 10 is experiencing a countersteer event when it is determined that the road wheel angle rate is greater than the threshold wheel angle rate. It should be appreciated that when the vehicle 10 experiences a countersteer event, this affects the lateral acceleration estimate a ycan negatively affect the vehicle. Therefore, when the countersteer detection block 64 determines that the vehicle 10 is experiencing a countersteer event, the countersteer detection block 64 sends a filter signal 70 to the filtering block 66. The filter signal 70 instructs the filtering block 66 to adjust the lateral acceleration estimate a y However, once the countersteering detection block 64 determines that the road wheel angular rate is less than the threshold wheel angular rate for a predetermined period of time, the filter signal 70 is no longer supplied to the filtering block 66, and the filtering block 66 sends the lateral acceleration estimate a determined by the lateral acceleration block 62 y .

[0041] Continuing with reference to Fig. 3, the longitudinal acceleration block 68 of the acceleration estimation module 44 determines the longitudinal acceleration estimate a x of the vehicle 10 based on the vehicle reference acceleration A REFby any known method. With reference to the two Fig. 1 and Fig. 3 both the lateral acceleration estimation a y as well as the longitudinal acceleration estimation a x of the vehicle 10 to the remedial torque control module 46 of the controller 22.

[0042] Now with reference to Fig. 4, the remedial torque control module 46 determines a remedial torque request T2 when the remedial state 50 indicates either the third remedial state 50C, the fourth remedial state 50D, or the fifth remedial state 50E and is determined by the fault classification module 42 (shown in Fig. 1) has been selected. The remedial torque control module 46 includes a decision block 90, a third remedial state block 92, a fourth remedial state block 94, a fifth remedial state block 96, and a multiplier 98. The remedial torque control module 46 receives the remedial state 50, the lateral acceleration estimate a y , the longitudinal acceleration estimate a x , the vehicle reference speed S REF and the driver torque request 40 as input. Specifically, decision block 90 of the remedial torque control module 46 receives the remedial condition 50 as input. In response to decision block 90 determining that the remedial condition 50 indicates the third remedial condition 50C, a torque distribution 100 is determined by block 92 for the third remedial condition.

[0043] The third remedy state block 92 includes a torque distribution block 102, a speed correction offset block 104, and an adder 106. The torque distribution block 102 receives the lateral acceleration estimate a y and the longitudinal acceleration estimate a x as input. The torque distribution block 102 interpolates the lateral acceleration estimate a y and the longitudinal acceleration estimate a x in one or more lookup tables stored in memory to determine a base front-to-rear torque distribution 108. The speed correction offset block 104 receives the lateral acceleration estimate a y and vehicle reference speed S REF . The speed correction offset block 104 interpolates the lateral acceleration estimate a y and the vehicle reference speed S REFin one or more lookup tables stored in memory to determine a speed correction offset 112. The adder 106 then combines the base front-to-rear torque distribution 108 with the speed correction offset 112 to determine the torque distribution 100. The torque distribution 100 is then multiplied by the driver torque request 40 to determine the remedial torque request T2.

[0044] Referring again to decision block 90, in response to decision block 90 determining that the remedial condition 50 indicates the fourth remedial condition 50D, the torque distribution 100 is determined by the fourth remedial condition block 94. The fourth remedial condition block 94 assigns a fixed front-to-rear torque distribution to the torque distribution 100. The torque distribution 100 is then multiplied by the driver torque request 40 to determine the remedial torque request T2. However, if decision block 90 determines that the remedial condition 50 indicates the fifth remedial condition 50E, the torque distribution 100 is set to zero. Thus, the remedial torque distribution T2 is equal to zero.

[0045] Now with reference to Fig. 5, the torque decision module 48 is shown. The torque decision module 48 includes a torque selection block 120, a decision block 124, and a torque overlay block 126. The torque overlay block 126 includes a torque vectoring fraction block 130, a rate limiting block 132, an overlay block 134, and a comparison block 136. The torque decision module 48 receives the primary torque request T1, the driver torque request 40, the remedial state 50, and the remedial torque request T2 as input and determines a final decided torque request 200 based on the inputs. The final decided torque request 200 is set to one of the primary torque request T1, the remedial torque request T2, or an intermediate overlaid torque request T B set, which is described below.

[0046] The torque selection block 120 receives the primary torque request T1, the remedial state 50, and the remedial torque request T2 as input and determines a target torque request T based on the inputs. Specifically, in response to determining that the remedial state 50 indicates either the first remedial state 50A or the second remedial state 50B, the torque selection block 120 selects the primary torque request T1 as the target torque request T. Thus, the primary torque request T1 is established as the final decided torque request 200. However, if the remedial state 50 indicates the third remedial state 50C, the fourth remedial state 50D, or the fifth remedial state 50E, the torque selection block 120 selects the remedial torque request T2 as the target torque request T.

[0047] The torque selection block sends the target torque request T to decision block 124.

[0048] In response to receiving the target torque request T, decision block 124 monitors the drive torque distribution system 20 to determine when a torque transient has occurred. The torque transient signifies that the target torque request T undergoes a change in value. In response to determining that the torque transient has occurred, decision block 124 determines that a torque overlay operation has already been performed by the torque overlay block 126, and the target torque request T is selected as the final decided torque request 200. In response to determining that the torque transient is active, a torque overlay operation is performed by the torque overlay block 126.When torque transition is active, the drive torque distribution system 20 undergoes a torque overlay operation to create a transition between the target torque T and a current value of the final decided torque request 200. For example, if the final decided torque request 200 is set to the primary torque request T1 and the target torque request T is the remedial torque request T2, the torque overlay operation can create a smooth or gradual transition between the primary torque request T1 and the remedial torque request T2. The torque overlay can prevent sudden, sharp changes in the value of the torque request and maintain vehicle stability.

[0049] The torque superposition process includes determining a torque vectorization fraction T FRACFAfrom front to rear and a left right torque vectoring fraction T FRACLR from right to left for each torque distribution motor 18 ( Fig. 1), which is part of the vehicle 10, by the torque vectoring fraction block 130. The torque vectoring fraction T FRACFA from front to rear is a difference between a total front torque and a total rear torque divided by a total torque generated by the torque distribution motors 18, and the torque vectoring fraction T FRACLRFrom right to left is a difference between a left motor torque and a right motor torque divided by the total torque. For example, in an embodiment where the vehicle 10 includes a single front torque split motor, a left rear torque split motor, and a right rear torque split motor, the torque vectoring fraction block 130 determines the torque vectoring fraction T FRACFA from front to rear and the torque vectoring fraction T FRACLR from right to left based on equations 1 and 2 respectively as follows: TFRACFA=Ty−Tw−TxTTOTAL TFRACLR=Tw−TxTTOTAL

[0050] Where Tw stands for the left rear torque distribution motor, T y see for the right rear torque distribution motor, T x stands for the single front torque distribution motor and T TOTALfor the total torque.

[0051] The torque vectoring fraction block 130 sends the torque vectoring fraction T FRACFA from front to rear and the torque vectoring fraction T FRACLR from right to left to the rate limiting block 132. A previously calculated torque vectoring fraction T FRACFAP from front to rear and a previously calculated torque vectoring fraction T FRACLRP from right to left, determined in a previous cycle, are stored in the memory of the controller 22 and sent to the rate limit block 132. The rate limit block 132 increments a value of the previously calculated torque vectoring fraction T FRACFAP from front to rear and the previously calculated torque vectoring fraction T FRACLRP from right to left by an incremental value to achieve the intermediate superimposed torque requirement T BThe incremental value can be a constant value or, alternatively, a dynamic value. The intermediate superimposed torque requirement T B is set as the final decided torque request 200. The intermediate superimposed torque request T B is also sent to the comparison block 136. The comparison block 136 compares the intermediate superimposed torque request T B with the target torque request T. In response to determining that the intermediate superimposed torque request T B is not equal to the target torque request T, the comparison block 136 instructs the rate limit block 132 to set the value of the previously calculated torque vectoring fraction T FRACFAP from front to rear and the previously calculated torque vectoring fraction T FRACLRPfrom right to left. In response to determining that the intermediate mixed torque request T B is equal to the target torque request T, the comparison block 136 instructs the torque overlay block 126 to stop executing the torque overlay process, and the target torque request T is set as the final decided torque request 200.

[0052] With general reference to the figures, the illustrated drive torque distribution system provides various technical effects and advantages for a vehicle. In particular, the disclosed drive torque distribution system classifies sensor faults into categories based on their impact on primary drive torque control. Depending on the severity of the fault, the drive torque distribution system also maintains the vehicle's all-wheel drive capability. The disclosure also provides an approach for replacing data when one or more sensor faults occur to maintain a vehicle's all-wheel drive capability based on the severity of the fault. Furthermore, the disclosure also provides an approach for smoothly transitioning torque distribution from primary control to remedial control while maintaining vehicle stability and throttle response.

[0053] Now with reference to Fig. 6, a computer program product 300 includes one or more non-transitory computer-readable storage media 302. The storage medium 302 stores computer-readable program code or logic 304 thereon to provide and enable one or more aspects of the embodiments described herein. The program code or logic is created, for example, using a compiler or assembler to compile instructions that, when executed, carry out aspects of the embodiments. The program code, when created and stored on a tangible medium, is referred to as a computer-readable medium. Some examples of a computer-readable medium include electronic memory modules (RAM), flash memory, and compact discs (CDs). The computer program product storage medium can be read by processing circuitry in a computer system for execution by processing circuitry.

[0054] The Fig.The controllers 22, 24 shown in Figure 1 may refer to or be part of an electronic circuit, a combinational logic circuit, a field-programmable gate array (FPGA), a processor (common, dedicated, or as a group) that executes code, or a combination of some or all of the above elements, such as in a system-on-chip. Furthermore, the controllers 22, 24 may be microprocessor-based, such as a computer having at least one processor, memory (RAM and / or ROM), and associated input and output buses. The processor may operate under the control of an operating system located in memory. The operating system may manage computer resources so that computer program code embodied as one or more computer software applications, such as an application located in memory, may be executed by the processor.In an alternative embodiment, the processor may execute the application directly; in this case, the operating system may be omitted.

Claims

[1] A drive torque distribution system (20) for a vehicle (10), the vehicle (10) including a plurality of torque distribution motors (18), the drive torque distribution system (20) comprising: a controller (22) in electronic communication with a plurality of vehicle systems (28), the controller (22) executing instructions to: receive at least one or more calculation errors (30), one or more sensor errors (36), and a driver torque request (40), the driver torque request (40) indicating a total torque to be produced by a drive system of the vehicle (10); in response to receiving at least one of the one or more calculation errors (30) and the one or more sensor errors (36), determine that an error has occurred that affects the calculation of a primary torque request (T1), the primary torque request (T1) allocating the total torque between the torque distribution motors (18) of the vehicle (10); in response to determining that the fault affecting the calculation of the primary torque request (T1) has occurred, determine a severity level of the fault; and determine a remedial state (50) based on the severity of the fault, the remedial state (50) indicating a corresponding action to be performed by the drive torque distribution system (20); wherein the controller (22) executes instructions to classify the severity of the error into one of a plurality of error classifications (A, B, C, D, F); wherein the remedy state (50) is determined on the basis of a specific error classification (A, B, C, D, F); and wherein the drive torque distribution system (20) maintains an all-wheel drive capability of the vehicle (10) based on the severity of the fault; wherein the controller (22) executes instructions to classify the severity of the fault as a third fault classification (C) that coincides with the inability to determine the primary torque request (T1); wherein the controller (22) executes instructions to provide an estimate of the lateral acceleration (a y ) and an estimate of the longitudinal acceleration (a x) of the vehicle (10) based on sensor data from the plurality of vehicle systems (28); wherein the controller (22) executes instructions to: compare a road wheel angle rate with a threshold wheel angle rate stored in a memory of the controller (22); in response to determining that the road wheel angular rate is greater than the threshold wheel angular rate, determine that the vehicle (10) is experiencing a countersteer event; and in response to determining that the vehicle (10) is undergoing a countersteering event, the estimate of the lateral acceleration (a y ) to filter. [2] The drive torque distribution system (20) of claim 1, wherein the controller (22) executes instructions to classify the severity of the fault as a first fault classification (A) consistent with a minor fault that only requires the fault to be communicated to the driver of the vehicle (10). [3] The drive torque distribution system (20) of claim 1, wherein the controller (22) executes instructions to classify the severity of the fault as a second fault classification (B) consistent with requiring an alternative sensor input to determine the primary torque request (T1). [4] The drive torque distribution system (20) of claim 1, wherein the controller (22) executes instructions to: the estimation of the lateral acceleration (a y ) and the estimation of the longitudinal acceleration (a x) to determine a base torque distribution (108) between front and rear; the estimated lateral acceleration (a y ) and a vehicle reference speed (S REF ) to determine a speed correction offset (112); and to combine the base torque distribution (108) between front and rear with the speed correction offset (112) to determine a torque distribution (100). [5] The drive torque distribution system (20) of claim 4, wherein the controller (22) executes instructions to multiply the torque distribution (100) by a total driver torque request (40) to determine a remedial torque request (T2) to be used in place of the primary torque request (T1). [6] The drive torque distribution system (20) of claim 5, wherein the driver torque request (40) indicates the total torque that a drive system of the vehicle (10) is to produce based on an accelerator pedal input.

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