METHOD AND SYSTEM FOR CONTROLLING THE OPERATION OF A VEHICLE BASED ON TORQUE FLUCTUATIONS

Abstract

The present disclosure relates to a method for controlling the operation of a vehicle (202) based on a torque fluctuation. The method comprises identifying the cause of the torque fluctuation occurring in an engine (212) of the vehicle (202) due to an eccentricity problem in the engine (212) using values ​​associated with one or more engine parameters. Furthermore, the method comprises determining a peak for a positive torque deviation value and for a negative torque deviation value based on corresponding torque factors during identification.The procedure then includes identifying whether the peak of the positive torque deviation value and the negative torque deviation value violates predefined safety conditions, and controlling the operation of the vehicle (202) by performing a fault avoidance action or torque compensation based on the identification of the violation.

Description

Technical area

[0001] The present disclosure relates generally to the automotive industry. In particular, but not exclusively, the present disclosure relates to a method and a system for controlling the operation of a vehicle based on a torque fluctuation. Background to the disclosure

[0002] A vehicle consists of various components such as an engine, one or more electronic control units (ECUs), an accelerator pedal, a brake pedal, an ignition switch, and the like, which work together to ensure the vehicle runs smoothly. In particular, the engine comprises a rotor, a stator, a bearing, and a shaft, all aligned concentrically, as shown in Fig. 1 (a) shown. The alignment of the shaft and bearing in the center of the motor results in a uniform air gap 102 between the rotor 104 and the stator 106, leading to smooth operation of the motor without vibrations. In the event of deformation during bearing placement or progressive deterioration of the bearing(s) 108 and the shaft 110 during operation, as shown in Fig. As shown in Figure 1(b), the air gap between the rotor and the stator can vary, and the motor's torque varies due to differences in the flux connections as the rotor rotates. Furthermore, the physical contact between the rotor and the stator leads to mechanical damage due to deformation. This deformation of the shaft and bearings is called eccentricity. Eccentricity can result from mechanical damage to the bearings on which the rotor is mounted. In other cases, eccentricity can be due to manufacturing tolerances and thresholds. In yet another case, eccentricity can be caused by mechanical shocks during motor operation.This leads to problems such as jerky driving, which is uncomfortable for the occupants during the journey, accelerated aging and wear of components such as the rotor, shaft, and bearings, engine noise, engine vibrations, and a rough ride. Furthermore, significant deformation during high-performance driving can lead to unintended acceleration and deceleration, which in turn can cause accidents.

[0003] Conventionally, deformation is detected when a fault occurs, and the vehicle engine is replaced. However, there is a need to predict faults before they occur in order to prevent them.

[0004] The information disclosed in this section concerning the background of the disclosure is provided solely for a better understanding of the general background of the invention and is not to be understood as an acknowledgment or an indication that this information constitutes prior art already known to the person skilled in the art. SUMMARY OF DISCLOSURE

[0005] In one embodiment, the present disclosure relates to a method for controlling the operation of a vehicle based on a torque fluctuation. The method comprises identifying a cause for the occurrence of the torque oscillation in a vehicle's engine, which is attributable to the eccentricity in the engine, using values ​​associated with one or more engine parameters obtained in a steady state based on a predefined relationship between the one or more engine parameters and the eccentricity in the engine. Furthermore, the method comprises determining a peak for a positive torque deviation value and for a negative torque deviation value with respect to the torque oscillation based on corresponding torque factors during identification.The procedure then includes identifying whether the peak of the positive torque deviation value and the negative torque deviation value violates predefined safety conditions, and controlling the operation of the vehicle by performing a fault avoidance action or torque compensation based on the identification of the violation.

[0006] In one embodiment, the present disclosure discloses a control system for controlling the operation of a vehicle based on a torque fluctuation. The control system comprises one or more processors and a memory. The one or more processors are configured to identify a cause for the occurrence of the torque oscillation in a vehicle's engine, which is attributable to the eccentricity in the engine, using values ​​associated with one or more engine parameters that are obtained in a stable state based on a predefined relationship between the one or more engine parameters and the eccentricity in the engine.Furthermore, the one or more processors are configured to determine, upon identification, a peak value for a positive torque deviation and for a negative torque deviation with respect to the torque oscillation, based on appropriate torque factors. Subsequently, the one or more processors are configured to identify whether the peak of the positive and negative torque deviation values ​​violates predefined safety conditions and control the vehicle's operation by either initiating a fault prevention action or torque compensation based on the identified violation.

[0007] The foregoing summary serves only for illustration and is in no way intended to be limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become clear by reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The accompanying drawings, which form part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles. In the figures, the leftmost digit(s) of a reference number indicates the figure in which the reference number first appears. The same numbers are used throughout the figures to identify identical features and components. Some embodiments of systems and / or methods in accordance with embodiments of the present subject matter are now described only by way of example and with reference to the accompanying figures, in which: Fig. Figure 1 shows the alignment and deformation of the engine components; Fig. 2a shows an exemplary environment for controlling the operation of a vehicle based on torque fluctuation according to some embodiments of the present disclosure; Fig. 2b shows a motor with an internal circuit for controlling the operation of a vehicle based on torque fluctuation according to some embodiments of the present disclosure; Fig. Figure 3 shows a detailed block diagram of a control system for controlling the operation of a vehicle based on torque fluctuation according to some embodiments of the present disclosure; Fig. 4a shows a graphical representation for determining the value of the torque deviation using the actual generated torque and the torque command in the steady state according to some embodiments of the present disclosure; Fig. Figure 4b shows a graphical representation for the verification of the compensatory torque in accordance with some embodiments of the present disclosure; Fig. Figure 5 shows a sequential block diagram for controlling the operation of a vehicle based on torque fluctuation in accordance with some embodiments of the present disclosure; Fig. Figure 6a shows a sequential block diagram for detecting a torque deviation value according to some embodiments of the present disclosure; Fig. Figure 6b shows a sequential block diagram for determining peak values ​​for torque deviations according to some embodiments of the present disclosure; Fig. Figure 6c shows a sequential block diagram for determining the opposing torque according to some embodiments of the present disclosure; Fig. Figure 7 shows a flowchart illustrating a method for controlling the operation of a vehicle based on torque fluctuation in accordance with some embodiments of the present disclosure; and Fig. Figure 8 shows a block diagram of an exemplary computer system for controlling the operation of a vehicle based on torque fluctuation in accordance with some embodiments of the present disclosure.

[0009] Experts should know that all block diagrams contained herein represent conceptual views of systems that embody the principles of the present subject. Likewise, it will be understood that all flowcharts, process diagrams, state transition diagrams, pseudocodes, and the like represent various processes that are essentially represented in a computer-readable medium and can be executed by a computer or processor, regardless of whether such a computer or processor is explicitly depicted. DETAILED DESCRIPTION

[0010] In this document, the word "exemplary" is used to mean "serving as an example, instance, or illustration." Each embodiment or implementation of the subject matter described herein as "exemplary" is not necessarily to be understood as preferred or advantageous over other embodiments.

[0011] While the disclosure is open to various modifications and alternative forms, one specific embodiment has been shown by way of example in the drawings and is described in detail below. It should be understood, however, that the disclosure is not intended to be limited to the specific forms disclosed, but rather, on the contrary, to cover all modifications, equivalents, and alternatives that fall within the scope of the disclosure.

[0012] The terms "includes," "contains," or other variations thereof are intended to cover non-exclusive inclusion, so that a device, apparatus, or process that includes a list of components or steps may contain not only those components or steps but may also contain other components or steps not expressly listed or belonging to such device, apparatus, or process. In other words, one or more elements in a system or apparatus introduced by "includes ... a" do not, without further limitations, preclude the existence of other or additional elements in the system or apparatus.

[0013] An engine consists of a bearing and a shaft, which are arranged concentrically. If the engine's bearing and shaft are misaligned, the air gap between the rotor and stator is altered, and the engine's torque is changed due to the different flux connections. This leads to problems such as jerky acceleration, engine noise, vibrations, and rough running while driving. Furthermore, significant deformation of the bearing and shaft can cause unwanted acceleration, which in turn can lead to accidents. Conventionally, the deformation is detected when the fault occurs, and the vehicle's engine is replaced. However, there is a need to predict faults before they occur to avoid accidents or hazards to the occupants.

[0014] Accordingly, the present disclosure provides a method and a system for controlling the operation of a vehicle based on torque fluctuations. Within the scope of the present disclosure, a vehicle control system can identify torque fluctuations based on the actual generated torque value and the torque command reaching the vehicle's engine in a stable state. Furthermore, the actually generated torque value is averaged to obtain an average torque value, and then a positive torque deviation value and a negative torque deviation value are determined by comparing these values ​​with the average torque value. The control system recognizes that the occurrence of the torque fluctuation is due to eccentricity by using the relationship between the engine parameter values ​​and the eccentricity.If the torque fluctuation is due to eccentricity, the peak values ​​of the positive and negative torque deviations are determined using the positive and negative torque deviation values ​​and the corresponding torque factors. These peak values ​​are then compared with predefined safety conditions to check whether they violate these conditions. If the peak values ​​violate the predefined safety conditions, a control operation, such as a fault prevention action, can be performed. However, if the peak values ​​do not violate the predefined safety conditions, control operations, such as torque compensation, can be performed to dampen motor vibrations or prevent jerky drive behavior.Therefore, the present disclosure predicts whether the torque peaks will deviate from the predefined safety condition in order to prevent the occurrence of a hazard.

[0015] Fig. Figure 2a shows an exemplary environment 200 for controlling the operation of a vehicle based on torque fluctuation, in accordance with some embodiments of the present disclosure. The exemplary environment 200 comprises a vehicle 202. In the present disclosure, the vehicle 202 refers to a vehicle comprising an engine and a control system, together with other vehicle components for controlling the operation of the vehicle 202. The vehicle 202 can be any vehicle, but is not limited to two-wheeled vehicles (e.g., bicycles), three-wheeled vehicles (e.g., cars), four-wheeled vehicles (e.g., cars), electric vehicles, hybrid vehicles, automated vehicles, and the like.

[0016] As in Fig. As shown in Figure 2a, the vehicle 202 comprises a control system 204, an accelerator and brake pedal 206, an accelerator and brake pedal sensor 208, an engine sensor 210, and an engine 212. The vehicle 202 may include other devices / components not explicitly shown here. In one embodiment, the control system 204 may be an electronic control unit (ECU) connected to the vehicle 202. The ECU is an embedded system that controls electrical systems or subsystems in the vehicle 202. The ECU is configured to control throttle control, signal transmission, lighting in the vehicle 202, instrumentation, and the like. According to embodiments of this disclosure, the ECU may be configured to control operations in the vehicle 202 based on torque fluctuations. In another embodiment, the control system 204 may be a unit connected to the ECU.In one embodiment, the control system 204 can be connected to various components of the vehicle 202, for example to the engine 212, the accelerator and brake pedal 206, a loudspeaker system, an instrument cluster and the like, in order to control operations of the vehicle 202 on the basis of torque fluctuation.

[0017] In the present disclosure, the control system 204 is configured to control the operation of the vehicle 202 by either performing torque compensation 220 or a fault prevention action 222 based on the torque fluctuation. The control system 204 can recognize that the cause of the torque oscillation in the engine 212 of the vehicle 202 is due to eccentricity by using values ​​associated with one or more engine parameters that are obtained in a stable state based on a predefined relationship between the one or more engine parameters and the eccentricity in the engine 212. The control system 204 can determine where the torque oscillation is due to the eccentricity of the engine 212, i.e.,The control system 204 determines whether the oscillation of the actually generated torque value is due to a shaft deformation and bearing misalignment of the motor 212 of the vehicle 202. In particular, the control system 204 can recognize that the eccentricity is the cause of the torque oscillation based on the relationship between the values ​​associated with one or more motor parameters with respect to the eccentricity of the motor 212. These one or more motor parameters may include, among others, the target torque value, the actual rotational speed assigned to the motor, the frequency of the oscillation, and the amplitude of the oscillation. Furthermore, the eccentricity of the motor 212 can be determined using an eccentricity model or a lookup table (not shown).The eccentricity model can be trained based on a correlation between the values ​​associated with one or more engine parameters.

[0018] After identifying eccentricity as the cause of the torque fluctuation, the control system 204 can determine a peak value for a positive torque deviation and for a negative torque deviation with respect to the torque fluctuation based on the respective torque factors. The positive torque deviation and the negative torque deviation with respect to the torque oscillation, which are determined according to the motor 212 in the vehicle 202, can be determined based on a torque command received by the motor 212 and an actual generated torque value. The positive torque deviation and the negative torque deviation can be determined in the steady state. The target torque value can be generated at the motor output (wheels).The control system 204 can receive the value of the actual generated torque via the accelerator and brake pedal sensors 208, which are connected to the accelerator and brake pedal 206. The value of the actual generated torque can be generated by the engine at the wheels. The value of the actual generated torque can refer to the torque generated at the engine shaft or at the wheels due to the application of the accelerator and brake while driving the vehicle 202 in a steady state. In one embodiment, the steady state can refer to a time interval in which the accelerator and brake pedals can be held at a constant value for a certain period of time, resulting in the generation of a nearly constant actual torque at the engine shaft or the wheels.Furthermore, the target torque value can refer to a torque value that the motor 212 receives based on various factors. For example, the torque generated by actuating the accelerator and brake pedals may be 60 Nm, and the torque arriving at the motor 212 may be 58 Nm. Due to various factors such as temperature, it is possible that not all of the torque applied by the driver is generated by the motor 212. In this example, the torque of 60 Nm can be referred to as the target torque value, and the torque of 58 Nm as the torque value actually generated. The control system 204 can obtain the value of the torque actually generated via the motor sensor 210 connected to the motor 212.

[0019] In one embodiment, the control system 204, upon receiving the actual generated torque and the torque command in the steady state, can calculate the average value of the actual generated torque during the steady state. A positive maximum torque fluctuation value and a negative maximum torque can then be compared with the average torque value. In another embodiment, the positive maximum torque fluctuation value and the negative maximum torque can be compared with the torque command. If the oscillation of the actual generated torque is greater than a predefined oscillation threshold, the control system 204 can detect the presence of an oscillation in the actual generated torque. The predefined oscillation threshold can be set based on a torque requirement of the motor 212.If the control system 204 detects vibrations with respect to the actually generated torque, the control system 204 can determine the positive torque deviation value and the negative torque deviation value with respect to the vibration of the actually generated torque values. In one embodiment, the positive torque deviation value can be determined by comparing a positive maximum torque fluctuation value during the steady state with the average actually generated torque value, and the negative torque deviation value can be determined by comparing a negative maximum torque fluctuation value during the steady state with the average actually generated torque value. The positive value for maximum torque fluctuation and the negative value for maximum torque fluctuation refer to the fluctuation of the actually generated torque.The positive value for the maximum torque fluctuation can refer to the highest oscillation in the steady state, and the negative value for the maximum torque fluctuation can refer to the lowest (numerical) oscillation in the steady state.

[0020] The torque factors can be determined based on a function of a maximum permissible positive torque and the torque command. The control system 204 can determine the peak values ​​only if the torque oscillation is due to eccentricity. In one embodiment, the peaks refer to a peak of the positive torque deviation value and a peak of the negative torque deviation value. The peak of the positive torque deviation value can refer to a maximum positive torque deviation that can be generated by the actually produced torque value, and the peak of the negative torque deviation value can refer to a maximum negative torque deviation that can be generated by the actually produced torque value.In one embodiment, the peak value of the positive torque deviation can be determined based on a function of the positive torque deviation value and the positive torque factor. The peak value of the negative torque deviation can be determined based on a function of the negative torque deviation value and the negative torque factor.

[0021] By determining the peaks of the positive and negative torque deviation values, the control system 204 can ascertain whether these peaks violate predefined safety conditions. The control system 204 can then control the operation of the vehicle 202 by performing either a fault prevention action or torque compensation based on this identification. The control operations may include, among others, fault prevention actions and torque compensation. Specifically, if the peaks of the positive and negative torque deviation values ​​violate the predefined safety conditions, the control system 204 can perform a control operation such as a fault prevention action by shutting down the engine 212 to stop the dangerous operation of the vehicle 202.In one embodiment, the vehicle control operations performed by the fault prevention action may include, among other things, applying the brakes, reducing the acceleration of the vehicle 202, and shutting down the vehicle 202 to deactivate the vehicle's motor 212. This prevents the vehicle 202 from operating in a dangerous manner. The control system 204 may perform the control operation, such as torque compensation, by applying an opposing torque to the motor 212, provided that the peak value of the positive torque deviation and the negative torque deviation value do not violate the predefined safety conditions. The control system 204 may perform torque compensation by applying an opposing torque to the motor 212, which is determined based on a function of the torque command and a compensatory torque value.The compensatory torque value is determined based on a function of the torque value and the torque value actually generated. In one embodiment, the predefined safety conditions may include, among other things, whether the peak of the positive torque deviation value causes unintended acceleration of the vehicle 202, whether the peak of the negative torque deviation value causes vehicle 202 to oversteer, and the like. Thus, the control system 204 can predict the occurrence of faults such as unintended acceleration, oversteer, and the like in advance. The occurrence of the fault can therefore be prevented. In this way, safe driving of the vehicle 202 can be ensured. In the event of a minor problem with the eccentricity of the motor 212, the opposite torque can be applied to compensate for the torque actually generated.For example, if the eccentricity is 3%, the peaks of the positive and negative torque deviation must not violate the predefined safety conditions. This prevents jerky driving and ensures a comfortable ride for the user.

[0022] Fig. Figure 2b shows an inverter circuit 216 connected to the motor 212. The inverter circuit 216 can operate based on a switching signal 224 provided by an inverter control unit 218. Furthermore, the inverter circuit 216 can supply input signals to the motor 212 based on this switching signal.

[0023] Fig. Figure 3 shows a detailed block diagram of a control system for controlling the operation of a vehicle based on torque fluctuations, in accordance with some embodiments of the present disclosure. The control system 204 may include an input / output (I / O) interface 302, a memory 304, and one or more processors 306. In some embodiments, the memory 304 may be communicatively connected to the one or more processors 306. The memory 304 stores instructions that can be executed by the one or more processors 306. The one or more processors 306 may include at least one data processor for executing program components for responding to user- or system-generated requests. The memory 304 may be communicatively connected to the one or more processors 306.Memory 304 stores instructions that can be executed by the one or more processors 306 and which, when executed, can cause the one or more processors 306 to control the operation of the vehicle 202.

[0024] In one embodiment, the memory 304 can contain data 308 and one or more modules 310. The one or more modules 310 can be configured to perform the steps of this disclosure using the data 308 to control the operation of the vehicle 202. In one embodiment, each of the one or more modules 310 can be a hardware unit that may be located outside the memory 304 and is coupled to the control system 204. As used herein, the term "module 310" refers to an application-specific integrated circuit (ASIC), an electronic circuit, a field-programmable gate array (FPGA), a programmable system-on-a-chip (PSoC), a combinational logic circuit, and / or other suitable components that provide the described functionality.The one or more modules 310, when configured with the functionality described in this disclosure, constitute a novel piece of hardware. Furthermore, the I / O interface 302 is coupled to the one or more processors 306, through which an input signal and / or an output signal is transmitted. For example, the control system 204 can receive the torque command and the actual generated torque value via the I / O interface 302.

[0025] In an implementation, the modules 310 might, for example, include an eccentricity identification module 320, a maximum torque determination module 322, an injury identification module 324, and other modules 326. It is understood that the aforementioned modules 310 can be represented as a single module or as a combination of different modules. In an implementation, the data 308 might, for example, include eccentricity data 312, peak torque data 314, injury identification data 316, and other data 318.

[0026] In one embodiment, the eccentricity identification module 320 can be configured to identify the cause of the torque oscillation due to eccentricity in the motor 212 by using values ​​associated with one or more motor parameters obtained in steady state. The eccentricity identification module 320 can identify the cause as eccentricity based on the predefined relationship between one or more motor parameters and the eccentricity in the motor 212. The one or more parameters can be associated with the actual generated torque value. These parameters can include, among others, the torque setpoint, the actual rotational speed assigned to the motor, the frequency of the oscillation, and the amplitude of the oscillation.The target torque value can refer to the torque value received by motor 212, the actual torque value generated, and the target torque value required by motor 212 for smooth operation. The actual rotational speed refers to the rotational speed of motor 212. The actual speed depends on the acceleration applied by the driver of vehicle 202. The oscillation frequency refers to the number of oscillations per unit of time during steady-state operation. For example, let's assume a steady-state duration of 1 second. The oscillation frequency can be defined as the number of oscillations per second. The oscillation amplitude can refer to the maximum deviation of the actual torque generated from the average torque value.

[0027] In one embodiment, the eccentricity can be identified using an eccentricity model trained on the correlation between values ​​associated with one or more motor parameters. In another embodiment, the eccentricity can be determined from values ​​in a lookup table. In yet another embodiment, the eccentricity can be determined from the current in a stator of the motor 212. The cause of the actual generated torque, the eccentricity, can be stored as eccentricity data 312 in the control system 204.

[0028] In one embodiment, the values ​​assigned to one or more parameters can be determined by applying techniques such as Fourier transformation to the actually generated torque value, but these techniques are not limited to this. Determining the values ​​assigned to one or more parameters need not be limited to Fourier transformation. Furthermore, the eccentricity model can be trained on the correlation between the values ​​assigned to one or more parameters and the eccentricity of motor 212. For example, if the target torque is 25 Nm, the actual speed is 50 km / h, the frequency of the vibration is 25 Hz, and the amplitude of the vibration is 10 Nm, the eccentricity model can determine that the eccentricity can be 43%.In another case, if the target torque is 40 Nm, the actual speed is 80 km / h, the vibration frequency is 30 Hz, and the vibration amplitude is 5 Nm, the eccentricity model can determine that the eccentricity is 52%. Similarly, the correlation between the values ​​associated with one or more engine parameters can be derived and fed into the eccentricity model during training. The eccentricity model can receive values ​​associated with each of the one or more parameters in real time. Furthermore, the eccentricity model can identify the cause of the eccentricity based on the correlation between the values ​​associated with the one or more parameters and the engine's eccentricity.In another embodiment, the values ​​assigned to one or more parameters can be stored as binary values, and the lookup table can be derived based on these values ​​during a training phase. The eccentricity can then be determined in real time based on the correlation between the values ​​in the lookup table.

[0029] As in Fig. As shown in Figure 5, in step 502 the values ​​associated with one or more motor parameters can be determined. After determining the values, in step 504 the cause of the torque oscillation can then be identified as the eccentricity of motor 212, based on the relationship between the values ​​associated with one or more parameters and the eccentricity of the motor.

[0030] As in Fig. As shown in Figure 3, module 322 can determine the peak torque by determining the peak value for the positive torque deviation and the peak value for the negative torque deviation based on the respective torque factors, after determining the eccentricity as the cause. The positive torque deviation value and the negative torque deviation value can be determined based on the torque command and the actual generated torque value. The actual value of the generated torque can be determined during steady-state operation. For example, module 402, as shown in Figure 3, relates to the positive torque deviation. Fig. Figure 4a shows an actual torque and a required torque that can be obtained during a steady state of one second with constant acceleration or constant velocity. Furthermore, the difference between the actually generated torque and the torque setpoint can be determined at 404, as shown in Figure 404. Fig. 4a shown, analyzed (in the Fig. (4a-4bb) The actually generated torque value can be referred to as the actual torque and the required torque as the target torque value. Reference numbers 408, 410, 412, 414, and 416 represent the actual torque, the required torque, the percentage of brake pedal depressor, the percentage of accelerator pedal depressor, and the compensating torque, respectively. The reference number 418 represents the ripple reduction achieved through the compensating torque.

[0031] In one embodiment, the positive torque deviation value and the negative torque deviation value can be determined by comparing the positive maximum torque fluctuation value and the negative maximum torque fluctuation value with the average torque value. Furthermore, the oscillations with respect to the actually generated torque can be determined by comparing the positive maximum torque fluctuation value and the negative maximum torque associated with the actually generated torque value with a predefined oscillation threshold. The actually generated torque oscillates when the value of the positive maximum torque fluctuation and the negative maximum torque exceeds the predefined oscillation threshold. If oscillation of the actually generated torque is found, the positive torque deviation value and the negative deviation value can be determined.In another embodiment, the positive maximum torque fluctuation value and the negative maximum torque fluctuation value can be compared with the torque command to determine the positive torque deviation value and the negative deviation value.

[0032] As in Fig. As shown in Figure 6a, the value of the actual torque generated during the steady state can be determined in step 604. Then, the average value of the actual torque generated for the steady state can be determined in step 606. The average value of the actual torque generated is the same as the average torque value mentioned above. The average torque value is determined for the actual torque generated during the steady state. For example, the average torque value is obtained by summing the actual torque generated over a period of one second (as shown in Figure 6a). Fig. (shown in 4a) and divide the actual generated torque by the total number of actually generated torques. The positive torque deviation and the negative torque deviation can be determined by comparison with the average torque deviation in step 608.

[0033] In one embodiment, the peak value of the positive torque deviation can be determined based on the function of the positive torque deviation value and the positive torque factor. The peak value of the negative torque deviation can be determined based on the function of the negative torque deviation value and the negative torque factor. The peak values ​​for the positive torque deviation value and for the negative torque deviation value can be stored as peak torque data 314 in the control system 204.

[0034] Back to Fig. 5: In step 506, after identifying the eccentricity as the cause of the torque variation, the peak values ​​for the positive torque deviation and the negative torque deviation are determined using the positive torque factor and the negative torque factor, respectively. With reference to Fig. 6b. The value of the positive torque deviation in step 620 and the value of the negative torque deviation in step 622 can be determined by comparing the error obtained in step 614, based on the function of the torque command received in step 612 and the actual torque value generated, with a predefined constant, e.g., zero, in step 616. Then, the positive peak deviation in step 630 can be determined based on a function of the positive torque factor received in step 626 and the positive torque deviation value received in step 620. The positive torque factor in step 626 can be determined based on a function of the maximum permissible positive torque value in step 618 and the torque command received in step 612.Similarly, the peak value of the negative torque deviation in step 632 can be determined based on a function of the negative torque deviation value received in step 622 and the negative torque factor received in step 628. The negative torque factor can be determined in step 628 based on a function of the maximum permissible negative torque value in step 624 and the torque command received in step 612.

[0035] Back to Fig. 3: When determining the peaks of the positive and negative torque deviation values, the module 324 can identify violations by determining whether the peak of the positive and negative torque deviation values ​​violates predefined safety conditions. Furthermore, one of the control operations, such as the fault avoidance action or torque compensation, is performed based on the determination of whether the peak values ​​violate the predefined safety conditions to ensure safe vehicle operation. In one embodiment, the predefined safety conditions may include, among other things, the prevention of unintended acceleration by the motor 212, the prevention of overbraking by the motor 212, and the like.The violation detection module 324 can perform the fault prevention action by shutting down the engine to stop dangerous vehicle operation if the peak value of the positive torque deviation and the negative value of the torque deviation violate the predefined safety conditions. The violation detection module 324 can perform torque compensation by applying the opposite torque to the engine 212 if the peak value of the positive torque deviation and the negative torque deviation do not violate the predefined safety conditions. Thus, the fault prevention action can prevent the occurrence of unintended acceleration or over-braking while driving, controlling the operation of the vehicle 202 based on torque fluctuations.In one embodiment, the module 324 can perform torque compensation for damage detection by applying the opposite torque, which is obtained based on the function of the torque command and the compensatory torque value. The compensatory torque value is determined based on a function of the torque command and the actually generated torque value. Thus, the compensation value can be applied for smooth operation of the motor 212, resulting in comfortable driving of the vehicle 202, as shown in [reference]. Fig. 4b shown. The peaks of the positive torque deviation value and the negative torque deviation value that violate the predefined safety conditions can be stored as violation identification data 316 in the control system 204.

[0036] Back to Fig. 5: After determining the peak values ​​for the positive and negative torque deviation values, step 508 determines whether these peak values ​​violate the predefined safety conditions. If they do, a corrective action can be taken in step 510; otherwise, torque compensation can be applied in step 512. Back to Fig. 6b: If the peak value of the positive torque deviation violates the predefined safety condition in step 634, the fault prevention action in step 638 can be performed; otherwise, torque compensation can be performed in step 640. The fault prevention action may consist of shutting down the motor to stop the dangerous operation of the vehicle and prevent accidents. Torque compensation can be performed by applying the opposite torque to the motor 212 to counteract the torque, resulting in smooth motor operation. This prevents jerky operation or vibration of the motor 212. Since the motor components are protected from vibration, wear on the motor components can also be reduced.

[0037] As in Fig. As shown in Figure 6c, the opposing torque in step 646 can be determined based on a function of the torque command obtained in step 612 and the compensating torque obtained in step 644. Furthermore, the compensating torque in step 644 can be determined based on a function of the torque command obtained in step 612 and the actual torque value obtained in step 614.

[0038] The other data 318 can store data, including temporary data and temporary files, generated by the one or more modules 310 for controlling the operation of the vehicle 202 based on torque fluctuations. The one or more modules 310 can also contain the other modules 326 to perform various other functions of the control system 204. The other data 318 can be stored in the memory 304. It is clear that the one or more modules 310 can be represented as a single module or as a combination of different modules.

[0039] Fig. Figure 7 shows an exemplary flowchart illustrating the procedural steps for ensuring safe driving in a vehicle according to some embodiments of the present disclosure. As in Fig. As shown in Figure 7, Procedure 700 can comprise one or more steps. Procedure 700 can be described in the general context of computer-executable instructions. Computer-executable instructions can generally include routines, programs, objects, components, data structures, procedures, modules, and functions that perform specific functions or implement specific abstract data types.

[0040] The order in which Method 700 is described is not to be understood as a restriction, and any number of the described method blocks can be combined in any order to perform the method. Furthermore, individual blocks can be omitted from the method without affecting the scope of the subject matter described herein. In addition, the method can be implemented in any suitable hardware, software, firmware, or a combination thereof.

[0041] In step 702, the cause of the occurrence of the torque oscillation in the motor 212 of the vehicle 202 due to eccentricity can be identified by the control system 204 using values ​​associated with one or more motor parameters obtained in steady state based on the predefined relationship between the one or more motor parameters with respect to the eccentricity in the motor 212.

[0042] In step 704, the control system 204 can determine the peak value for the positive torque deviation and for the negative torque deviation in relation to the oscillation of the torque based on the respective torque factors during identification.

[0043] In step 706, the control system 204 can determine whether the peak value of the positive torque deviation and the negative torque deviation value violate predefined safety conditions. Then, based on the detection of the violation, the control operations of the vehicle 202 can be carried out either by the fault avoidance action or by torque compensation.

[0044] Fig. Figure 8 shows a block diagram of an exemplary computer system 802 for implementing embodiments consistent with the present disclosure. In one embodiment, the computer system 802 can be used to implement the control system 204. Thus, the computer system 802 can be used to control the operation of the vehicle 202 based on torque fluctuations. The computer system 802 can communicate with the engine sensor 210 and the acceleration and brake pedal sensor 208 via a communication network 816. The computer system 802 can include a central processing unit 812 (also referred to as a "CPU" or "processor"). The processor 812 can consist of at least one data processor. The processor 812 can include specialized processing units such as integrated system (bus) control units, memory management control units, floating-point units, etc.

[0045] The 812 processor can communicate with one or more input / output devices (not shown) via the 808 I / O interface. The 808 I / O interface can use communication protocols / methods such as audio, analog, digital, or similar.

[0046] The 802 computer system can communicate with one or more I / O devices via the 808 I / O interface. The 804 input device can be, for example, an antenna, a keyboard, a mouse, a joystick, an (infrared) remote control, a camera, a card reader, etc. The 806 output device can be a printer, a fax machine, a video screen, etc.

[0047] The 812 processor can be connected to the 816 communication network via a network interface 814. The 814 network interface can communicate with the 816 communication network. The 816 communication network can include, without restriction, a direct connection, a local area network (LAN), a wide area network (WAN), a wireless network, etc. The 814 network interface can use connection protocols such as direct connection, Ethernet (e.g., twisted pair 10 / 100 / 1000 Base T), etc.

[0048] The communication network 816 includes, among other things, a direct connection, an e-commerce network, a wide area network (WAN), a wireless network, and the like. In some embodiments, the processor 812 can be connected via a memory interface 818 to a memory 824 (e.g., RAM, ROM, etc.) in Fig. (8 not shown) are related. The 836 operating system can facilitate resource management and operation of the 802 computer system. Examples of operating systems include, but are not limited to, Apple Macintosh. R

[0049] In some embodiments, the Computer System 802 can implement the stored program component Webbrowser 832. Webbrowser 832 can be a hypertext display application, for example, Microsoft. R INTERNET EXPLORER™, GOOGLE R CHROME TM0 , etc.

[0050] Furthermore, one or more computer-readable storage media can be used in the implementation of embodiments that conform to the present disclosure. A computer-readable storage medium refers to any type of physical storage on which information or data that can be read by a processor can be stored.

[0051] The terms “an embodiment”, “incorporation”, “incorporations”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “an embodiment” mean “one or more (but not all) embodiments of the invention(s)”, unless expressly stated otherwise. The terms “including”, “comprising”, “with”, and variations thereof mean “including, but not limited to”, unless expressly stated otherwise. The listing of items does not imply that some or all items are mutually exclusive unless expressly stated otherwise. The terms “a”, “a”, and “the” mean “one or more”, unless expressly stated otherwise. The description of an embodiment with several interconnected components does not imply that all such components are required.Rather, a large number of optional components are described to illustrate the wide variety of possible embodiments of the invention.

[0052] When a single device or article is described here, it is readily apparent that more than one device / article (whether or not they work together) may be used instead of a single device / article. Likewise, when describing more than one device or article (whether or not they work together), it is readily apparent that a single device / article may be used instead of more than one device or article, or that a different number of devices / articles may be used instead of the number of devices or programs shown. The in Fig.The processes described in section 7 demonstrate that certain events occur in a specific sequence. In alternative embodiments, certain processes can be executed in a different order, modified, or removed. Furthermore, steps can be added to the logic described above, while still remaining consistent with the described embodiments. Additionally, the processes described here can be performed sequentially, or certain processes can be carried out in parallel. Moreover, the processes can be performed by a single processing unit or by distributed processing units.

[0053] Finally, the language used in the description was chosen primarily for readability and guidance purposes, and not to define or describe the subject matter of the invention. It is therefore intended that the scope of the invention is not limited by this detailed description, but rather by all claims based on an application thereunder. Accordingly, the disclosure of embodiments of the invention is intended for illustration, but not to limit the scope of the invention, which is set out in the following claims. While various aspects and embodiments have been disclosed here, other aspects and embodiments are obvious to the person skilled in the art.The various aspects and embodiments disclosed herein serve for illustration and are not intended as a limitation, the true scope being specified by the following claims.

Claims

[1] Method for controlling the operation of a vehicle (202) on the basis of a torque fluctuation, the method comprising: Identify, by a control system (204) of a vehicle, a cause of the occurrence of a torque fluctuation in an engine (212) of the vehicle (202) due to eccentricity, using values ​​associated with one or more engine parameters that are obtained in a stable state, based on a predefined relationship between the one or more engine parameters with respect to the eccentricity in the engine (212); Determine, by the control system (204), a peak for a positive torque deviation value and for a negative torque deviation value with respect to the torque oscillation, based on respective torque factors, during identification; and Identifying by the control system (204) whether the peak of the positive torque deviation value and the negative torque deviation value violates predefined safety conditions, and controlling the operation of the vehicle (202) by performing a fault avoidance action or torque compensation, based on the identification of the violation. [2] Method according to claim 1, wherein the positive torque deviation value and the negative torque deviation value are determined by comparing a positive maximum torque fluctuation value and a negative maximum torque fluctuation value with an average torque value. [3] Method according to claim 1, wherein the eccentricity in the motor (212) is identified using an eccentricity model or a lookup table, wherein the eccentricity model is trained on the basis of the correlation between the values ​​associated with the one or more motor parameters, which include a torque setpoint, an actual rotational speed associated with the motor (212), the frequency of the vibration and the amplitude of the vibration. [4] Method according to claim 1, wherein the execution of the fault prevention action comprises switching off the motor (212) to stop the dangerous operation of the vehicle (202) when the peak of the positive torque deviation value and the negative torque deviation value violates the predefined safety conditions, and the execution of the torque compensation comprises applying an opposite torque to the motor (212) when the peak of the positive torque deviation value and the negative torque deviation value do not violate the predefined safety conditions. [5] Method according to claim 1, wherein the performance of the torque compensation comprises the application of an opposing torque which is obtained on the basis of a function of a torque command and a compensating torque value, wherein the compensating torque value is obtained on the basis of a function of the torque command and the torque value actually produced. [6] Control system (204) for controlling the operation of a vehicle (202) based on a torque fluctuation, wherein the control system (204) comprises: one or more processors (306); and a memory (304), wherein the memory (304) stores processor-executable instructions which, when executed, cause the processor(s) (306) to: Identifying a cause for the occurrence of an oscillation of the torque in a motor (212) of the vehicle (202) due to eccentricity using values ​​associated with one or more motor parameters obtained in a stable state, based on a predefined relationship between the one or more motor parameters with respect to the eccentricity in the motor (212); Determining a peak for a positive torque deviation value and for a negative torque deviation value, based on respective torque factors in relation to the torque oscillation, during identification; and Identification of whether the peak of the positive torque deviation value and the negative torque deviation value violates predefined safety conditions, and control of the operation of the vehicle (202) by performing a fault avoidance action or torque compensation based on the identification of the violation. [7] Control system (204) according to claim 6, wherein the positive torque deviation value and the negative torque deviation value are determined by the one or more processors (306) by comparing a positive maximum torque fluctuation value and a negative maximum torque fluctuation value with an average torque value. [8] Control system (204) according to claim 6, wherein the one or more processors identify the eccentricity in the motor (212) using an eccentricity model or a lookup table, wherein the eccentricity model is trained on the basis of the correlation between the values ​​associated with the one or more motor parameters, which include a torque setpoint, an actual rotational speed associated with the motor (212), the frequency of the vibration and the amplitude of the vibration. [9] Control system (204) according to claim 6, wherein the one or more processors are configured to perform the fault prevention action by switching off the motor (212) to stop the dangerous operation of the vehicle (202) when the peak of the positive torque deviation value and the negative torque deviation value violates the predefined safety conditions, and to perform the torque compensation by applying an opposite torque to the motor (212) when the peak of the positive torque deviation value and the negative torque deviation value do not violate the predefined safety conditions. [10] Control system (204) according to claim 6, wherein the one or more processors are configured such that the torque compensation comprises the application of an opposing torque obtained on the basis of a function of a torque instruction and a compensating torque value, wherein the compensating torque value is obtained on the basis of a function of the torque instruction and the torque value actually generated.

Images