CLUTCH CONTROL TO ENTER POWERSPLIT HYBRID POWERTRAIN PARALLEL MODE

• US 20160031439A1
• Filed: 10/12/2015
• Published: 02/04/2016
• Est. Priority Date: 05/22/2014
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: NEFCY, BERNARD D., KRASKA, MARVIN P., COLVIN, DANIEL S., ORTMANN, WALTER J.
• Granted Patent: US 9,701,304 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60K 6/383 One-way clutches or freewheel devices
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• 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 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2510/0208 Clutch engagement state, e.g. engaged or disengaged
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2710/021 Clutch engagement state
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: F16D 41/069 the intermediate members wedging by pivoting or rocking, e.g. sprags F16D41/061 takes precedence
• CPC Class Codes: F16D 48/06 Control by electric or electronic means, e.g. of fluid pressure
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/946 Characterized by control of driveline clutch

Abstract

A selectively actuatable one-way clutch is controlled to brake or release a generator such that a powersplit hybrid powertrain enters or exits a parallel mode of operation. To brake the generator and enter the parallel mode, the clutch is activated while overrunning the generator before the generator is slowed to engage the clutch. To release the generator and exit the parallel mode, the generator is controlled to overrun the clutch before deactivating the clutch and returning the generator to a base speed control.

Claims

1. A method of controlling a powersplit hybrid powertrain comprising:

turning on a stopped generator while a selectively actuatable one-way clutch coupled to the generator is activated and engaged;

rotating the stopped generator in a disengagement direction to overrun and disengage the clutch;

deactivating the clutch while overrunning.

2. The method of claim 1 in which, after the clutch is disengaged and deactivated, placing the generator under control of a speed controller.

3. The method of claim 1 in which deactivating the clutch comprises de-energizing a coil in a cam plate so that a spring biasing force pivots fingers of rockers in a rocker plate inward to pockets in the rocker plate, the rocker plate being connected to the generator and the cam plate being secured to prevent rotation of the cam plate.

4. The method of claim 3 in which rotation of the clutch in the disengagement direction does not transfer torque between the rocker and cam plates and rotation in an engagement direction, opposite the disengagement direction, transfers torque between the rocker and cam plates when the clutch is activated and does not transfer torque between the rocker and cam plates when the clutch is deactivated.

5. The method of claim 3 in which disengaging the clutch comprises the fingers mechanically separating from with engagement surfaces of the cam plate.

6. The method of claim 1 in which an engine torque is used to predict a starting torque for returning the generator to a base speed control routine.

7. The method of claim 6 in which the speed is for the generator to overrun the clutch.

8. The method of claim 6 in which the speed is sufficient to operate the generator under the base speed control routine.

9. The method of claim 3 in which an engine torque is used to predict a starting torque for returning the generator to a base speed control routine.

10. The method of claim 2 in which an engine torque is used to predict a starting torque for returning the generator to a base speed control routine.

11. The method of claim 10 in which the speed is for the generator to overrun the clutch.

12. The method of claim 10 in which the speed is sufficient to operate the generator under the base speed control routine.