Abstract: A control system for a vehicle includes wheel slip control loop including a wheel slip controller configured to control wheel slip based on wheel speed measured at one or more wheels of the vehicle. A wheel flare control loop includes a wheel flare controller configured to control wheel flare based on transmission output speed at an output of a transmission of the vehicle. A controller is configured to select one of the wheel slip controller to control the wheel slip and the wheel flare controller to control the wheel flare during operation of the vehicle.

Abstract: A method S100 can include: determining a set of inputs Silo; determining a vehicle state estimate S120; determining a vehicle command based on the vehicle state estimate S130; and optionally controlling the vehicle based on the vehicle command S140. However, the method S100 can additionally or alternatively include any other suitable elements. The method S100 functions to facilitate vehicle reversal and/or tractable vehicle control (e.g., during reversal). Additionally or alternatively, the method can function to reduce and/or eliminate unrecoverable vehicle state incidence during vehicle reversal (a.k.a., vehicle backing). Additionally or alternatively, the method can function to autonomously augment and/or assist vehicle control (e.g., during vehicle reversal).

Abstract: A method S100 can include: determining a set of inputs S110; determining a vehicle state estimate S120; determining a vehicle command based on the vehicle state estimate S130; and optionally controlling the vehicle based on the vehicle command S140. However, the method S100 can additionally or alternatively include any other suitable elements. The method S100 functions to facilitate vehicle reversal and/or tractable vehicle control (e.g., during reversal). Additionally or alternatively, the method can function to reduce and/or eliminate unrecoverable vehicle state incidence during vehicle reversal (a.k.a., vehicle backing). Additionally or alternatively, the method can function to autonomously augment and/or assist vehicle control (e.g., during vehicle reversal).

Abstract: A method S100 can include: determining a set of inputs Silo; determining a vehicle state estimate S120; determining a vehicle command based on the vehicle state estimate S130; and optionally controlling the vehicle based on the vehicle command S140. However, the method S100 can additionally or alternatively include any other suitable elements. The method S100 functions to facilitate vehicle reversal and/or tractable vehicle control (e.g., during reversal). Additionally or alternatively, the method can function to reduce and/or eliminate unrecoverable vehicle state incidence during vehicle reversal (a.k.a., vehicle backing). Additionally or alternatively, the method can function to autonomously augment and/or assist vehicle control (e.g., during vehicle reversal).

Abstract: A control system and method for mitigating driveline torque spikes in an electric vehicle is contemplated. The driveline torque spikes may be mitigated with a motor spike torque command generated in response to a wheel acceleration of a wheel of the vehicle exceeding a spike threshold. The motor spike torque command may be configured for controlling an electric motor of the vehicle to mitigate the driveline torque spike in a driveline configured to connect the motor to the wheel.

Abstract: A control system for a vehicle includes wheel slip control loop including a wheel slip controller configured to control wheel slip based on wheel speed measured at one or more wheels of the vehicle. A wheel flare control loop includes a wheel flare controller configured to control wheel flare based on transmission output speed at an output of a transmission of the vehicle. A controller is configured to select one of the wheel slip controller to control the wheel slip and the wheel flare controller to control the wheel flare during operation of the vehicle.

Abstract: A system includes a reference speed module and a motor control module. The reference speed module is configured to determine a reference speed range based on a speed of a left wheel of a pair of front or rear wheels of a vehicle and a speed of a right wheel of the pair of front or rear wheels. The right wheel is disconnected from the left wheel. The motor control module is configured to control at least one of a first electric motor and a second electric motor based on the reference speed range. The first electric motor is connected to the left wheel. The second electric motor is connected to the right wheel.

Abstract: Presented are traction battery pack balancing systems, methods for making/operating such systems, and multi-pack, electric-drive motor vehicles with battery pack balancing capabilities.

Abstract: Presented are traction battery pack balancing systems, methods for making/operating such systems, and multi-pack, electric-drive motor vehicles with battery pack balancing capabilities.

Abstract: A method of decoupling output torque from input torque during engine speed control of a hybrid powertrain for a vehicle comprises determining, via a controller, a virtual output torque required on an output member of a multi-mode transmission given a virtual input torque commanded on an input member of the multi-mode transmission for engine speed control in a selected mode of the multi-mode transmission such that rotational speed of the output member is unchanged to prevent undesired torque variation at the output member. The controller determines the virtual output torque via a first stored transfer function relating virtual output torque to virtual input torque based on modeled physical dynamics of the vehicle driveline for the selected mode of the multi-mode transmission. A hybrid powertrain includes an engine and a hybrid transmission, and a controller that controls the hybrid transmission according to the method.

Abstract: A method of decoupling output torque from input torque during engine speed control of a hybrid powertrain for a vehicle comprises determining, via a controller, a virtual output torque required on an output member of a multi-mode transmission given a virtual input torque commanded on an input member of the multi-mode transmission for engine speed control in a selected mode of the multi-mode transmission such that rotational speed of the output member is unchanged to prevent undesired torque variation at the output member. The controller determines the virtual output torque via a first stored transfer function relating virtual output torque to virtual input torque based on modeled physical dynamics of the vehicle driveline for the selected mode of the multi-mode transmission. A hybrid powertrain includes an engine and a hybrid transmission, and a controller that controls the hybrid transmission according to the method.

Abstract: A powertrain assembly includes a transmission, an engine, first and second motor/generators and a controller. The controller includes a processor and memory on which is recorded instructions for executing a method for controlling engine pulse torque cancellation commands. The controller is programmed to determine an engine pulse torque (TP). The controller is programmed to calculate a first motor torque pulse command (TA) for the first motor/generator as a product of a first gear factor (G1), the engine pulse torque (TP) and a first ratio (IA/IE) of a predetermined first moment of inertia (IA) for the first motor/generator and a predetermined engine moment of inertia (IE). Similarly, the controller is programmed to calculate a second motor torque pulse command (TB) for the second motor/generator. The controller is programmed to control the first and second motor/generators in response to the first and second motor torque pulse commands, respectively.

Abstract: A powertrain assembly includes a transmission, an engine, first and second motor/generators and a controller. The controller includes a processor and memory on which is recorded instructions for executing a method for controlling engine pulse torque cancellation commands. The controller is programmed to determine an engine pulse torque (TP). The controller is programmed to calculate a first motor torque pulse command (TA) for the first motor/generator as a product of a first gear factor (G1), the engine pulse torque (TP) and a first ratio (IA/IE) of a predetermined first moment of inertia (IA) for the first motor/generator and a predetermined engine moment of inertia (IE). Similarly, the controller is programmed to calculate a second motor torque pulse command (TB) for the second motor/generator. The controller is programmed to control the first and second motor/generators in response to the first and second motor torque pulse commands, respectively.

Abstract: An electric motor control system for a vehicle includes a vehicle speed module that determines a vehicle speed. A closed loop (CL) module determines a CL torque based on a difference between a target vehicle speed and the vehicle speed. A motor torque module determines a motor torque based on the CL torque and a motor torque request determined based on a position of an accelerator pedal. A switching control module controls switching of an inverter based on the motor torque to control application of power to an electric motor of the vehicle.

Abstract: An electric motor control system for a vehicle includes a vehicle speed module that determines a vehicle speed. A closed loop (CL) module determines a CL torque based on a difference between a target vehicle speed and the vehicle speed. A motor torque module determines a motor torque based on the CL torque and a motor torque request determined based on a position of an accelerator pedal. A switching control module controls switching of an inverter based on the motor torque to control application of power to an electric motor of the vehicle.

Abstract: A vehicle includes a torque device providing input torque, a transmission, an axle connected to drive wheels, a final drive unit, and a controller. The controller includes proportional-integral (PI) logic, and is programmed to determine a speed of the drive wheels and output shaft. The controller executes a method to calculate a reference output speed using the drive wheel speed and applies a calibrated offset profile to the calculated reference output speed during a lash state transition of the final drive unit, output shaft, and axle. This controls, via the PI logic, a speed difference between the output shaft and drive axle. The calibrated offset profile is higher in an early portion of the lash state to speed a transition from the lash state, and lower in a later portion of the lash state to reduce driveline clunk upon transition from the gear lash state.

Abstract: A method for managing output bump/clunk in a neutral state in a strong hybrid vehicle includes calculating a motor torque for an electric traction motor connected to a third node of a planetary gear set. The motor torque is calculated as a product of a predetermined inertia of the electric traction motor, the calculated acceleration of the engine, and a gear ratio of the planetary gear set. The calculated motor torque is commanded from the electric traction motor via a controller in a direction opposite the calculated acceleration of the output shaft, including transmitting a motor torque command to the electric traction motor for the duration of the neutral state. The vehicle includes the engine, a damper assembly, the transmission, and the controller.

Abstract: A method for managing output bump/clunk in a neutral state in a strong hybrid vehicle includes calculating a motor torque for an electric traction motor connected to a third node of a planetary gear set. The motor torque is calculated as a product of a predetermined inertia of the electric traction motor, the calculated acceleration of the engine, and a gear ratio of the planetary gear set. The calculated motor torque is commanded from the electric traction motor via a controller in a direction opposite the calculated acceleration of the output shaft, including transmitting a motor torque command to the electric traction motor for the duration of the neutral state. The vehicle includes the engine, a damper assembly, the transmission, and the controller.

Abstract: A powertrain includes a controller and gear sets, clutches, rotatable members, and torque actuators, e.g., an engine and one or more motor/generator units. Each torque actuator outputs a total control torque. The total control torque from a given actuator is used to achieve a target value, which is a torque value of a member of one of the gear sets, clutches, or rotatable members. The controller includes proportional-integral (PI) control logic. The total control torque is the sum of proportional and integral torque terms from the PI control logic. The controller detects a predetermined vehicle event, for instance a change in a hybrid range state or a control gain reduction event, and then automatically resets the integral control torque term(s) for the physical target value during the requested vehicle event to thereby maintain the total control torque for the same target value through the execution of the predetermined vehicle event.

Abstract: A powertrain system including a multi-mode transmission is configured to transfer torque among an input member, torque machines and an output member. A method for controlling the multi-mode transmission includes employing a closed-loop speed control system to determine torque commands for physical torque actuators including the torque machines. The closed-loop speed control system includes employing a virtual torque actuator control scheme to generate torque commands for the physical torque actuators responsive to output commands for a plurality of virtual torque actuators.