METHOD AND APPARATUS TO PRIORITIZE INPUT ACCELERATION AND CLUTCH SYNCHRONIZATION PERFORMANCE IN NEUTRAL FOR A HYBRID POWERTRAIN SYSTEM

• US 20090118082A1
• Filed: 10/13/2008
• Published: 05/07/2009
• Est. Priority Date: 11/04/2007
• 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), GM Global Technology Operations Incorporated (General Motors Company), Daimler AG (Mercedes-Benz Group AG), Chrysler LLC (Stellantis NV)
• Inventors: Heap, Anthony H., Sah, Jy-Jen F., Kaminsky, Lawrence A., Day, Kristin L.
• Granted Patent: US 8,092,339 B2
• Time in Patent Office: Days
• US Class Current: 477/5
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• 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 10/115 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 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2510/0283 Clutch input shaft speed
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 50/04 Monitoring the functioning of the control system
• CPC Class Codes: F16H 2061/6603 characterised by changing ratio in the mechanical gearing
• CPC Class Codes: F16H 2302/00 Determining the way or trajectory to new ratio, e.g. by determining speed, torque or time parameters for shift transition
• CPC Class Codes: F16H 61/0437 by using electrical signals F16H61/0403 and F16H61/061 take precedence
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y10T 70/487 Parts, accessories, attachments and adjuncts
• CPC Class Codes: Y10T 70/5049 Attache or briefcase, portfolio

Abstract

A method for controlling a powertrain includes operating a transmission in a neutral operating range state, monitoring commands affecting an input speed, monitoring a tracked clutch slip speed, determining constraints on an input acceleration based upon the commands, determining a clutch slip acceleration profile based upon the constraints on the input acceleration, determining an input acceleration profile based upon the clutch slip acceleration profile, and controlling the powertrain based upon the clutch slip acceleration profile and the input acceleration profile.

Claims

1. A method for controlling a powertrain in a neutral operating range state comprising an electromechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member, the method comprising:

operating said transmission in said neutral operating range state;

monitoring commands affecting an input speed;

monitoring a tracked clutch slip speed;

determining constraints on an input acceleration based upon said commands;

determining a clutch slip acceleration profile based upon said constraints on said input acceleration;

determining an input acceleration profile based upon said clutch slip acceleration profile; and

controlling said powertrain based upon said clutch slip acceleration profile and said input acceleration profile.

2. The method of claim 1,

wherein said clutch slip acceleration profile includes a lead signal and an immediate signal, and

wherein said immediate signal is delayed from said lead signal by a lead period calibrated to different reactions times in powertrain torque-generative devices.

3. The method of claim 1, further comprising determining constraints on a clutch slip acceleration based upon said constraints on said input acceleration;

and wherein said determining said clutch slip acceleration profile is based upon said constraints on said clutch slip acceleration.

4. The method of claim 1, wherein monitoring commands affecting said input speed comprises:

monitoring a desired input speed; and

determining a change in said desired input speed.

5. The method of claim 1, further comprising monitoring a tracked clutch target slip speed, wherein said determining said clutch slip acceleration profile is further based upon said tracked clutch target slip speed.

6. The method of claim 5,

wherein said determining said clutch slip acceleration profile is performed in a first clutch domain, and

wherein controlling said powertrain based upon said clutch slip acceleration profile includes transforming said clutch clip acceleration profile performed in said first clutch domain into a clutch clip acceleration profile performed in a tracked clutch domain.

7. The method of claim 6, wherein said clutch slip acceleration profile performed in a first clutch domain is based upon calculations determined in said tracked clutch domain and subsequently transformed into said first clutch domain.

8. The method of claim 1, wherein determining constraints on said input acceleration includes use of hysteresis thresholds to determine ranges of allowable input acceleration values based upon said hysteresis thresholds.

9. The method of claim 8, wherein use of said hysteresis thresholds includes use of multiple boundary thresholds.

10. The method of claim 8, wherein use of said hysteresis thresholds includes use of two boundary thresholds for each direction of change to said commands affecting said input speed.