METHOD OF MANAGING AVAILABLE OPERATING STATES IN AN ELECTRIC VEHICLE POWERTRAIN

• US 20140324306A1
• Filed: 04/26/2013
• Published: 10/30/2014
• Est. Priority Date: 04/26/2013
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Heap, Anthony H., Kim, Kee Yong, Lado, Samantha Victoria, Janczak, John
• Granted Patent: US 8,924,108 B2
• Time in Patent Office: Days
• US Class Current: 701/58
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60Y 2400/421 Dog type clutches or brakes
• CPC Class Codes: F16H 61/68 specially adapted for stepped gearings
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 477/906 Means detecting or ameliorating the effects of malfunction or potential malfunction

Abstract

A method of managing available operating states in an electrified powertrain includes: identifying a plurality of operating states; determining an allowable hardware operating speed range for each of the plurality of operating states; determining a real operating speed range for each of the plurality of operating states; determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of the allowable real operating speed range; indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.

Claims

1. A method of managing available operating states in an electrified powertrain comprising:

identifying a plurality of operating states of the electrified powertrain, each operating state representing a distinct physical configuration of the electrified powertrain, and wherein the electrified powertrain is configured to rotatably drive a vehicle wheel at a rotational output speed;

determining, via a processor in communication with the electrified powertrain, an allowable hardware operating speed range for each of the plurality of operating states, the allowable hardware operating speed range being defined by a first hardware limit and a second hardware limit;

determining a real operating speed range for each of the plurality of operating states, the real operating speed range being a subset of the allowable hardware operating speed range, and being defined by a first real limit that is greater than the first hardware limit, and by a second real limit that is less than the second hardware limit;

determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of an allowable real operating speed range, and being defined by a first ideal limit that is greater than the first real limit, and by a second ideal limit that is less than the second real limit;

indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and

commanding, via the processor, the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.

2. The method of claim 1, wherein the electrified powertrain includes an electric motor, a transmission, and an internal combustion engine, wherein the electric motor and the internal combustion engine are coupled with an input shaft of the transmission, and wherein the vehicle wheel is coupled with an output shaft of the transmission, and wherein the electric motor and internal combustion engine cooperate to drive the wheel, via the transmission, at the rotational output speed;

wherein the electrified powertrain further includes an engine control module configured to control operation of the internal combustion engine, a hybrid control module configured to control operation of the electric motor, and a transmission control module configured to control operation of the transmission; and

wherein commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed includes providing a request to at least one of the engine control module, the hybrid control module, and the transmission control module.

3. The method of claim 1, preventing the electrified powertrain from operating in any of the respective operating states if the rotational output speed is outside of the determined hardware operating speed range for that operating state.

4. The method of claim 1, further comprising creating a real shift limit within a first operating state of the plurality of operating states, the real shift limit corresponding to the the second real limit of a second operating state of the plurality of operating states.

5. The method of claim 4, wherein the real shift limit is between the first real limit and the second real limit of the first operating state, and wherein the real shift limit is at the same rotational output speed as the second real limit of the second operating state.

6. The method of claim 5, wherein the second ideal limit in the first operating state is less than the real shift limit within the first operating state.

7. The method of claim 1, further comprising detecting a fault in at least one operating state of the plurality of operating states;

and removing the at least one faulted operating state from the plurality of identified operating states.

8. A method of managing available operating states in an electrified powertrain comprising:

identifying a first plurality of operating states that are capable of being achieved by the electric powertrain;

identifying a first operating state of the first plurality of operating states that is being used to drive a vehicle wheel at an output speed;

determining a fault in a second operating state of the first plurality of operating states, the fault preventing the second operating state from being available to drive the vehicle wheel;

determining, via a processor, if the fault in the second operating state prevents a third operating state of the first plurality of operating states from being available to drive the vehicle wheel;

identifying a second plurality of operating states that are available to drive the vehicle wheel;

determining a third plurality of operating states from the second plurality of operating states, wherein the output speed of the vehicle wheel is within a first range of output speeds for each of the operating states in the third plurality of operating states;

determining a fourth plurality of operating states from the third plurality of operating states, wherein the output speed of the vehicle wheel is within a second range of output speeds for each of the operating states in the fourth plurality of operating states;

wherein the first range of output speeds is within an extreme hardware-limited operating range by a first margin for each operating state of the fourth plurality of operating states; and

wherein the second range of output speeds is within the first range of output speeds by a second margin for each operating state of the fourth plurality of operating states; and

transitioning, via the processor, the electrified powertrain from the first operating state to a fourth operating state selected from the fourth plurality of operating states if the fourth operating state is available.

9. The method of claim 8, wherein the output speed of the vehicle wheel is accelerating, and wherein the transitioning occurs prior to the output speed exceeding the second range of output speeds of the first operating state.

10. The method of claim 8, further comprising mapping a shift limit from the fourth operating state into the first operating state, the shift limit occurring at an output speed that is coincident with a boundary of the second range of output speeds for the fourth operating state.

11. The method of claim 8, further comprising extending the second range of the first operating state to a hardware limit if the fourth operating state is unavailable.