Systems and methods for hybrid vehicle launch

• US 10,407,053 B2
• Filed: 02/07/2018
• Issued: 09/10/2019
• Est. Priority Date: 02/28/2017
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Ruybal, Kevin Ray, Fodor, Michael Glenn
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US15/890,757
• Publication Number:
  US 20180244260A1
• Time in Patent Office: 580 Days
• Field of Search: None
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/11 using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 20/19 for achieving enhanced acceleration
• CPC Class Codes: B60W 2050/004 of the clutch
• CPC Class Codes: B60W 2050/0041 of the drive line
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/083 Torque
• CPC Class Codes: B60W 2510/1005 Transmission ratio engaged
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

Methods and systems are provided for operating a vehicle driveline where the vehicle driveline does not include a torque converter. In one example, a method comprises controlling a capacity of a clutch configured to transmit torque between an engine and a transmission, and an output of an electric motor positioned in a driveline of the hybrid vehicle during a vehicle launch to emulate a performance of a torque converter positioned in the driveline of the vehicle. In this way, vehicle launch maneuvers may be conducted for vehicles that are equipped with a clutch and an electric motor, such that said launch maneuvers mimic those of a vehicle with a torque converter, which may improve customer satisfaction and improve engine efficiency.

Claims

1. A method for a hybrid vehicle comprising:

controlling a capacity of a clutch configured to transmit torque between an engine and a transmission, and an output of an electric motor positioned in a driveline of the hybrid vehicle during a vehicle launch to emulate a performance of a torque converter positioned in the driveline of the hybrid vehicle, under conditions where the hybrid vehicle does not include the torque converter.

2. The method of claim 1, wherein the transmission comprises a dual clutch transmission.

3. The method of claim 1, wherein emulating the performance of the torque converter further comprises using a model of the clutch and the electric motor that includes denoting a portion of the driveline upstream of the clutch as an impeller of the torque converter, and further includes denoting a portion of the driveline downstream of the clutch as a turbine of the torque converter.

4. The method of claim 3, wherein the model includes defining a simulated impeller input torque as a ratio of an impeller speed squared to a k-factor squared, defining a simulated turbine output torque as the impeller input torque multiplied by a torque ratio, where both the k-factor and the torque ratio are defined as one of either a constant, a function of a slip speed of the clutch, or other parameter;

wherein a measured speed of a crankshaft mechanically coupled to the engine is used as the impeller speed in the model and wherein an input shaft speed of a transmission input shaft selectively mechanically coupled to the transmission is used as a turbine speed of the torque converter; and

wherein the k-factor and the torque ratio are a function of a ratio between the input shaft speed and the crankshaft speed.

5. The method of claim 4, wherein controlling the output of the electric motor further comprises obtaining an electric motor torque command via a difference between the simulated impeller input torque and the simulated turbine output torque.

6. The method of claim 5, wherein the electric motor is positioned in the driveline upstream of the clutch, and wherein controlling the capacity of the clutch is a function of a sum of the electric motor torque command and the simulated impeller input torque.

7. The method of claim 5, wherein the electric motor is positioned in the driveline between the clutch and the transmission, and wherein controlling the capacity of the clutch does not include summing the electric motor torque command and the simulated impeller input torque.

8. The method of claim 5, wherein the electric motor is positioned in the driveline downstream of the transmissions, and wherein controlling the capacity of the clutch is a function of the simulated impeller input torque but not the electric motor torque command, but where the electric motor torque command is further a function of a torque ratio of the transmission.

9. The method of claim 1, wherein controlling the capacity of the clutch further comprises slipping the clutch.

10. A system for a vehicle, comprising:

an engine including a crankshaft mechanically coupled to the engine;

a transmission positioned in a driveline downstream of the engine, the transmission configured with at least a clutch configured to transmit engine torque to one or more wheels via the transmission;

one or more transmission input shafts;

an electric motor positioned in the driveline;

and a controller, storing instructions in non-transitory memory that, when executed, cause the controller to;

control a capacity of the clutch and an output of the electric motor via a model that simulates a torque converter in the driveline, the model including denoting a portion of the driveline upstream of the clutch as an impeller of the torque converter and denoting another portion of the driveline downstream of the clutch as a turbine of the torque converter, where the model includes defining a simulated impeller input torque as a ratio of an impeller speed squared to a k-factor squared, defining a simulated turbine output torque as the impeller input torque multiplied by a torque ratio, where both the k-factor and the torque ratio are defined as one of either a constant, a function of a slip speed of the clutch, or other parameter;

wherein a measured speed of the crankshaft mechanically coupled to the engine is used as the impeller speed in the model and wherein an input shaft speed of a transmission input shaft of the one or more transmission input shafts is used as a turbine speed of the torque converter; and

wherein the k-factor and the torque ratio are a function of a ratio between the input shaft speed and the crankshaft speed.

11. The system of claim 10, wherein the controller stores further instructions to control the output of the electric motor via a difference between the simulated impeller input torque and the simulated turbine output torque.

12. The system of claim 11, wherein the electric motor is positioned in the driveline upstream of the clutch, and where controlling the capacity of the clutch is a function of a sum of the electric motor torque command and the simulated impeller input torque.

13. The system of claim 11, wherein the electric motor is positioned in the driveline between the clutch and the transmission, and wherein controlling the capacity of the clutch does not include summing the electric motor torque command and the simulated impeller input torque;

and

wherein a torque multiplication torque is included in the electric motor torque.

14. The system of claim 11, wherein the electric motor is positioned downstream of the transmission, and where controlling the capacity of the clutch is a function of the simulated impeller input torque, and where the electric motor torque command is further a function of a torque ratio of the transmission.

15. The system of claim 10, wherein the transmission further comprises a dual clutch transmission.

16. A driveline operating method for a controlling an electric motor and a clutch that transmits torque between an engine and a transmission during a vehicle launch, comprising:

(a) using a model of the clutch and the electric motor that includes relationships of a speed of a crankshaft mechanically coupled to the engine and an input shaft speed of a transmission input shaft to determine a capacity of the clutch and an output of the electric motor; and

(b) controlling the clutch to a desired capacity and the output of the electric motor to a desired output based on the model.

17. The method of claim 16, wherein the model denotes the speed of the crankshaft as an impeller speed corresponding to a torque converter, and further includes denoting the input shaft speed as a turbine speed of the torque converter;

wherein the model represents a k-factor and a torque ratio as one of either a constant, a function of a slip speed of the clutch, or other parameter;

wherein the model simulates impeller input torque as a ratio of the impeller speed squared to the k-factor squared, and simulates turbine output torque as the impeller input torque multiplied by the torque ratio; and

wherein controlling the output of the electric motor further comprises obtaining an electric motor torque command via a difference between the simulated impeller input torque and the simulated turbine output torque.

18. The method of claim 17, wherein the electric motor is positioned in the driveline upstream of the clutch, and wherein controlling the capacity of the clutch is a function of a sum of the electric motor torque command and the simulated impeller input torque;

and

wherein the clutch carries torque from the engine and the electric motor without inducing a clutch slip greater than a desired clutch slip and/or without changing a load of the engine.

19. The method of claim 17, wherein the electric motor is positioned in the driveline between the clutch and the transmission, and wherein controlling the capacity of the clutch does not include summing the electric motor torque command and the simulated impeller input torque;

and

wherein a torque multiplication torque is commanded to the electric motor.

20. The method of claim 17, wherein the electric motor is positioned in the driveline downstream of the transmission, and wherein controlling the capacity of the clutch is a function of the simulated impeller input torque and where the electric motor torque command is further a function of a torque ratio of the transmission.