Methods and Systems of Controlling A Vehicle Powertrain

• US 20160101770A1
• Filed: 10/10/2014
• Published: 04/14/2016
• Est. Priority Date: 10/10/2014
• Status: Abandoned Application

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Yamazaki, Mark Steven, Nefcy, Bernard D., Farrell, David, Wang, Xiaoyong
• Application Number:
  US14/511,504
• Publication Number:
  US 20160101770A1
• Time in Patent Office: Days
• US Class Current: 1/1
• 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 10/115 with planetary gears
• 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 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 30/02 Control of vehicle driving stability
• CPC Class Codes: B60W 30/18136 Engine braking
• CPC Class Codes: B60W 30/18145 Cornering

Abstract

A vehicle may include a controller programmed to, in response to a vehicle speed less than a speed threshold, a decrease in driver demand, and a change in steering position greater than a position threshold, maintain a friction element pressure of a friction element configured to couple an engine with and electric machine, and increase an amount of spark retard associated with an engine cylinder.

Claims

1. A vehicle comprising:

a powertrain having an engine selectively mechanically coupled via a friction element to an electric machine; and

a controller programmed to, while operating the powertrain in a hybrid mode and in response to a steering angle greater than a threshold and a decrease in accelerator pedal position, maintain the engine coupling via the friction element to the electric machine and reduce fuel delivery to the engine.

2. The vehicle of claim 1 wherein the controller is further programmed to adjust timing of a camshaft of the engine such that engine braking is inhibited.

3. The vehicle of claim 1 wherein the controller is further programmed to command an engine start in response to an increase in accelerator pedal position.

4. The vehicle of claim 1 wherein the controller is further programmed to operate the electric machine to rotate the engine in response to a transmission input speed being less than a threshold.

5. The vehicle of claim 1 wherein the controller is further programmed to operate the electric machine to maintain a transmission line pressure in response to a transmission line pressure being less than a threshold.

6. The vehicle of claim 3 wherein the powertrain is operated to satisfy a driver demand associated with the increase in accelerator pedal position.

7. The vehicle of claim 3 wherein the engine start comprises an increase in fuel delivery to the engine while a torque carrying capacity of the friction element is increased.

8. A vehicle comprising:

a controller programmed to, in response to a vehicle speed falling below a speed threshold, a decrease in driver demand, and a change in steering position greater than a position threshold, maintain a friction element pressure of a friction element configured to couple an engine with an electric machine, and increase an amount of spark retard associated with an engine cylinder.

9. The vehicle of claim 8 wherein the controller is further programmed to reduce an amount of fuel delivered to the engine cylinder.

10. The vehicle of claim 8 wherein a torque carrying capacity associated with the friction element is reduced while the friction element pressure is maintained.

11. The vehicle of claim 8 wherein the controller is further programmed to modulate at least one of an engine intake valve and an engine exhaust valve to reduce an amount of powertrain torque removed while the amount of spark retard associated with the engine cylinder is increased.

12. The vehicle of claim 8 wherein the controller is further programmed to, in response an increase in driver demand greater than a threshold, decrease an amount of spark retard associated with the engine cylinder, and increase an amount of fuel delivered to the engine cylinder.

13. The vehicle of claim 8 wherein the amount of spark retard associated with the engine cylinder is based on the vehicle speed and a current transmission ratio.

14. The vehicle of claim 12 wherein the controller is further programmed to operate the engine and the electric machine to satisfy the increase in driver demand.

15. A method of controlling a vehicle powertrain comprising:

in response to a decrease in accelerator pedal position and a change in steering angle greater than a threshold angle while a vehicle speed is less than a threshold speed,

deactivating an engine such that an engine crankshaft is permitted to rotate, and

maintaining a friction element pressure such that the engine remains mechanically coupled to an electric machine or a transmission of the powertrain.

16. The method of claim 15 wherein deactivating the engine comprises reducing an amount of fuel delivered to an engine cylinder.

17. The method of claim 15 wherein deactivating the engine comprises increasing an amount of spark retard associated with an engine cylinder.

18. The method of claim 15 further comprising, in response to an increase in accelerator pedal position, activating the engine while maintaining the friction element pressure.

19. The method of claim 18 wherein activating the engine comprises increasing an amount of fuel delivered to an engine cylinder.

20. The method of claim 18 wherein activating the engine comprises decreasing an amount of spark retard associated with an engine cylinder.