OPTIMAL SELECTION OF HYBRID RANGE STATE AND/OR INPUT SPEED WITH A BLENDED BRAKING SYSTEM IN A HYBRID ELECTRIC VEHICLE

• US 20090118920A1
• Filed: 09/20/2008
• Published: 05/07/2009
• Est. Priority Date: 11/03/2007
• 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., Kim, Kee Yong
• Granted Patent: US 8,285,431 B2
• Time in Patent Office: Days
• US Class Current: 701/54
• 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: 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/105 of electric type
• CPC Class Codes: B60W 10/196 acting within the driveline, e.g. retarders
• 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 30/18127 Regenerative braking
• CPC Class Codes: B60W 30/18136 Engine braking
• 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 vehicle includes determining a transmission input speed, operating the transmission using the transmission input speed, and providing a braking torque request to cause braking of the vehicle according to a scheme selected from the group consisting of a first braking mode and a second braking mode. The transmission input speed and the transmission operating range state are dependent on said braking torque request in the first braking mode, and wherein the transmission operating state, but not the transmission input speed, is dependent on the braking torque request in the second braking mode.

Claims

1. Method for operating a motorized vehicle having a powertrain system that includes an engine coupled to an electro-mechanical transmission selectively operative in one of a plurality of transmission operating range states and one of a plurality of engine states, an accelerator control, and an electrical energy storage device comprising:

determining a transmission input speed;

operating said transmission using said transmission input speed; and

providing a braking torque request to cause braking of said vehicle according to a scheme selected from the group consisting of a first braking mode and a second braking mode;

wherein said transmission input speed and said transmission operating range state are dependent on said braking torque request in said first braking mode, and wherein said transmission operating state, but not said transmission input speed, is dependent on said braking torque request in said second braking mode.

2. A method according to claim 1 wherein transmission input speed is substantially unaffected by said braking torque request.

3. A method according to claim 1 wherein selection of said transmission operating range state is made based at least in part on the magnitude of said braking torque request.

4. A method according to claim 1 wherein said transmission input speed is one which yields a torque output of said transmission that provides a maximal level of charging of said electrical energy storage device relative to other potential transmission input speeds immediately subsequent to provision of said braking torque request.

5. A method according to claim 1 wherein said transmission input speed is one which yields a torque output of said transmission that provides a less than maximal level of charging of said electrical energy storage device relative to other potential transmission input speeds immediately subsequent to provision of said braking torque request.

6. A method according to claim 1 wherein said braking of said vehicle is caused as a result of the blending of forces from friction brake pads contacting a brake rotor and braking torque provided by at least one electric machine present in said electro-mechanical transmission during charging of said electrical energy storage device.

7. A method according to claim 1 wherein the transmission input speed determined is based solely on the position of said accelerator control.

8. A method according to claim 7 wherein said braking torque request is ignored when determining said transmission input speed.

9. A method according to claim 1 wherein the determined transmission input speed is dependent upon the selected operating range state of the transmission.

10. A method according to claim 9 wherein the determined transmission input speed is different for each potential transmission operating range state, given the same braking torque request.

11. Method for improving drivability of a powertrain system having a braking control and including an engine coupled to an electro-mechanical transmission selectively operative in one of a plurality of transmission operating range states and one of a plurality of engine states, comprising:

determining a first transmission input speed, said first transmission input speed having a first power loss associated with it;

operating said transmission using said first transmission input speed;

determining an operational parameter relating said braking control;

determining a second transmission input speed responsive to said operational parameter, said second transmission input speed having a second power loss associated with it;

biasing the value of at least one of said first power loss and said second power loss, based on said operational parameter;

comparing said first power loss to said second power loss subsequent to said biasing;

determining a third transmission input speed; and

operating said transmission using said third transmission input speed.

12. A method according to claim 11 wherein said operational parameter is the position of said braking control.

13. A method according to claim 11 wherein said determining a third transmission input speed is based on the comparison of said first power loss to said second power loss subsequent to said biasing.

14. A method according to claim 11 in which said third transmission speed is greater than said second transmission speed by an amount equal to about the product of the change rate of the transmission input speed [d(transmission input speed)/dt] and a time differential [dt], in which dt is any amount of time between about one and about one thousand milliseconds, including all amounts of time and all intervals therebetween.