STRATEGY FOR MAPPING MOTOR SPEED TO CALCULATE DRIVER POWER DEMAND IN A HYBRID ELECTRIC VEHICLE

• US 20060025258A1
• Filed: 07/27/2005
• Published: 02/02/2006
• Est. Priority Date: 07/31/2004
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Kuang, Ming, Syed, Fazal, Butcher, Jonathan, Ramaswamy, Deepa, Niessen, Paul
• Granted Patent: US 7,273,439 B2
• Time in Patent Office: Days
• US Class Current: 475/3
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: F16H 2200/2005 with one sets of orbital gears
• CPC Class Codes: F16H 3/725 with means to change ratio in the mechanical gearing
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A controller and a control method is disclosed for determining a power demand for an engine in a hybrid electric vehicle powertrain. In computing engine power demand, a modified motor speed is used at zero and near-zero actual motor speeds to satisfy a driver demand for vehicle traction wheel torque.

Claims

1. A hybrid electric vehicle powertrain including an engine, a motor/generator and battery sub-system and a controller;

the engine defining in part a mechanical power flow path to a driveshaft for a traction wheel-and-axle assembly;

the sub-system defining in part an electro-mechanical power flow path to the traction wheel-and-axle assembly driveshaft whereby engine power is complemented by electrical power;

the sub-system having an electric motor drivably connected to the driveshaft;

the controller responding to a drive torque demand by determining engine power required to satisfy the driver demand for driver torque;

the engine power determined by the controller being a function of actual motor speed and torque at motor speeds greater than a predetermined value; and

the engine power determined by the controller being a function of a calibrated motor speed of non-zero value at actual motor speeds less than the predetermined value.

2. The powertrain set forth in claim 1 wherein the calibrated motor speed and the actual motor speed are substantially equal at actual motor speeds greater than the predetermined actual motor speed value and wherein the calibrated motor speed remains substantially unchanged when the motor speed and the calibrated motor speed are in a hysteresis speed state.

3. The powertrain set forth in claim 2 wherein the actual motor speed has a positive value during forward vehicle motion and the calibrated motor speed has a greater positive value than actual motor speed in the hysteresis state.

4. The powertrain set forth in claim 2 wherein the actual motor speed has a negative value during reverse vehicle motion and the calibrated motor speed has a greater negative value than actual motor speed in the hysteresis speed state.

5. The powertrain set forth in claim 3 wherein the calibrated motor speed remains at a positive and substantially unchanging value when the actual motor speed is negative and is in the hysteresis state as the vehicle motion is in a reverse direction.

6. The powertrain set forth in claim 4 wherein the calibrated motor speed remains at a negative and substantially unchanging value when the actual motor speed has a positive value in the hysteresis speed state.

7. A method for coordinating power delivery from an engine and an electric motor in a hybrid electric vehicle powertrain to meet a driver'"'"'s demand for vehicle driving torque, the vehicle having traction wheels drivably connected mechanically to the engine and to the motor whereby a mechanical power flow path and an electro-mechanical power flow path are established, the method comprising:

setting predetermined power limits of the electromechanical power flow path;

measuring actual motor speed; and

using a calibrated motor speed of small non-zero value when the actual motor speed is less than a predetermined value.

8. The method set forth in claim 7 including the step of:

determining engine power as a function of traction wheel torque and actual motor speed in response to driver demand for traction wheel torque when actual motor speed exceeds the predetermined actual motor speed value.

9. The method set forth in claim 7 including the steps of:

determining engine power as a function of traction wheel torque and actual motor speed in response to driver demand for traction wheel torque when actual motor speed exceeds the predetermined actual motor speed value; and

determining engine power as a function of traction wheel torque and the calibrated motor speed when the powertrain is in a hysteresis state in which the actual motor speed is a small non-zero value less than the predetermined actual motor speed value whereby the predetermined power limits are not exceeded while meeting a driver torque demand.

10. The method set forth in claim 8 wherein the mapped motor speed value is a small non-zero positive value when the vehicle speed decreases toward a zero speed during forward vehicle motion and wherein the calibrated motor speed is a small non-zero negative speed value when the vehicle speed increases toward a zero speed during reverse vehicle motion.

11. The method set forth in claim 9 wherein the hysteresis state corresponds to an actual motor speed between a small non-zero positive speed value during forward motion of the vehicle and a small non-zero negative speed value during reverse motion of the vehicle.