METHOD FOR CONTROLLING POWER FLOW WITHIN A POWERTRAIN SYSTEM

• US 20090105896A1
• Filed: 10/14/2008
• Published: 04/23/2009
• Est. Priority Date: 10/23/2007
• Status: Active Grant

• Current Assignee: Bayerische Motoren Werke AG, Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Original Assignee: BMW AG (Bayerische Motoren Werke AG), Daimler AG (Mercedes-Benz Group AG), GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust), Chrysler LLC (Stellantis NV)
• Inventors: Heap, Anthony H., Tamai, Goro, Corsetti, Anthony James
• Granted Patent: US 8,060,267 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 2240/486 Operating parameters
• 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 10/105 of electric type
• CPC Class Codes: B60W 10/115 with planetary gears
• 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: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 2540/16 Ratio selector position
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/182 Selecting between different operative modes, e.g. comfort and performance modes
• CPC Class Codes: F16H 2037/106 with switching means to provide two variator modes or ranges
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

A method for operating a powertrain system includes monitoring a state of charge of an energy storage device and determining an effective state of charge based upon the monitored state of charge of the energy storage device and a range of available power from the energy storage device. A preferred output power to an output member is determined. A preferred charge state for operating the powertrain is concurrently selected with operating an engine in one of a cylinder deactivation state and an all-cylinder state based upon the effective state of charge and the preferred output power to the output member.

Claims

1. A method for controlling a powertrain system including a multi-cylinder engine coupled to an input member of a hybrid transmission device, the hybrid transmission operative to transfer power between the input member and first and second torque machines and an output member, the first and second torque machines connected to an energy storage device, the engine selectively operative in an all-cylinder state and a cylinder deactivation state, the powertrain selectively operative in one of a plurality of charge states, the method comprising:

monitoring a state of charge of the energy storage device;

determining an effective state of charge based upon the monitored state of charge of the energy storage device and a range of available power from the energy storage device;

determining a preferred output power to the output member; and

concurrently selecting a preferred charge state for operating the powertrain and operating the engine in one of the cylinder deactivation state and the all-cylinder state based upon the effective state of charge and the preferred output power to the output member.

2. The method of claim 1, further comprising selecting a preferred charge state comprising one of a charging mode, a discharging mode, and a charge-neutral mode based upon the effective state of charge of the energy storage device and the preferred output power to the output member.

3. The method of claim 2, further comprising selecting one of the charging mode, the discharging mode, and the charge-neutral mode and selecting one of the cylinder deactivation state and the all-cylinder state based upon a predetermined calibration dependent upon the effective state of charge and the preferred output power to the output member.

4. The method of claim 2, further comprising operating the engine in one of an engine-on state and an engine-off state based upon the effective state of charge and the preferred output power to the output member.

5. The method of claim 4, further comprising:

operating the engine in the engine-off state;

operating the first torque machine to transmit torque to the input member to spin the engine unfueled;

operating the second torque machine to transmit tractive torque to the output member based upon the preferred output power to the output member; and

transitioning the unfueled spinning engine to operate in the cylinder deactivation state prior to fueling the spinning engine operating in the cylinder deactivation state and transitioning to the engine-on state.

6. The method of claim 5, further comprising concurrently operating the engine in the cylinder deactivation state and operating the transmission device in the continuously variable operating range state and controlling an output speed of the output member independently of an input speed of the input member.

7. A method for controlling a powertrain system including a multi-cylinder engine coupled to an input member of a hybrid transmission device, the hybrid transmission operative to transfer power between the input member and first and second electric machines and an output member, the first and second electric machines connected to an electrical energy storage device, the engine selectively operative in one of a plurality of engine states and the powertrain selectively operative in one of a plurality of charge states,

the method comprising:

monitoring a state of charge of the electrical energy storage device;

determining an effective state of charge based upon the monitored state of charge of the electrical energy storage device and a range of available power from the electrical energy storage device;

determining a preferred output power to the output member;

concurrently selecting a preferred charge state for operating the powertrain and selecting a preferred engine state for operating the engine based upon the effective state of charge and the preferred output power to the output member; and

controlling operation of the powertrain based upon the preferred engine state, the preferred charge state, and the preferred output power to the output member.

8. The method of claim 7, further comprising selecting preferred engine states comprising one of an engine-on state and an engine-off state, one of a cylinder deactivation state and an all-cylinder state, and one of an engine-fueled state and an engine fuel cut-off state based upon the effective state of charge of the energy storage device and the preferred output power to the output member.

9. The method of claim 8, further comprising selecting a preferred charge state comprising one of a charging mode, a discharging mode, and a charge-neutral mode based upon the effective state of charge and the preferred output power to the output member.

10. The method of claim 9, further comprising:

operating the engine in the engine-off state and the engine fuel cut-off state; and

operating the first electric machine to transmit torque to the input member to spin the engine prior to transitioning the spinning engine to operate in the cylinder deactivation state, and subsequently transitioning the spinning engine operating in the cylinder deactivation state to operate in the engine-on state.

11. The method of claim 9, further comprising selecting one of the charging mode, the discharging mode, and the charge-neutral mode and selecting one of the cylinder deactivation state and the all-cylinder state based upon a predetermined calibration dependent upon the effective state of charge of the energy storage device and the preferred output power to the output member.

12. The method of claim 11, further comprising operating the powertrain in the discharging mode when the effective state of charge is high.

13. The method of claim 12, further comprising operating the engine in the engine-off state when the preferred output power to the output member is in a low range.

14. The method of claim 12, further comprising operating the engine in the cylinder deactivation state when the preferred output power to the output member is in a moderate range.

15. The method of claim 12, further comprising operating the engine in the all-cylinder state when the preferred output power to the output member is in a high range.