Method for starting an engine in a parallel hybrid electric vehicle

• US 6,581,705 B2
• Filed: 06/29/2001
• Issued: 06/24/2003
• Est. Priority Date: 06/29/2001
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Degner, Michael W., Phillips, Anthony Mark, Jankovic, Miroslava
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): PHAN, HAU VAN
• Application Number:
  US09/681,966
• Publication Number:
  US 20030001390A1
• Time in Patent Office: 725 Days
• Field of Search: 180/65.2, 180/65.3, 180/65.4, 180/65.6, 180/65.7, 475/5, 130/65.3, 701/22, 701/36
• US Class Current: 180/65.25
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/54 Transmission for changing ratio
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 2260/50 by future state prediction
• 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 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• 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 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/917 : with transmission for changing gear ratio
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch

Abstract

The invention provides a strategy to start a parallel HEV powertrain engine while maintaining a smooth vehicle response to driver demand using the motor while simultaneously closing an engine disconnect clutch. In the preferred embodiment, the strategy starts an engine (based on, for example, driver demand), closes the disconnect clutch, commands a desired motor/generator speed, fuels the engine, calculates a desired engine torque and gradually reduces actual motor/generator torque while proportionally increasing actual engine torque until motor/generator torque is zero while maintaining vehicle velocity using, for example, a proportional plus integral controller. The prediction of a desired motor/generator speed can be: a trajectory comparison based on present and past vehicle velocity and acceleration or on vehicle accelerator position, or a determination of whether the vehicle is in speed control mode. The system can also add additional strategies such as a termination strategy if a vehicle brake is applied.

Claims

1. A system to start an engine in a vehicle, the system comprising:

a motor/generator;

a power transfer unit;

a vehicle powertrain connecting the engine, the motor/generator, and the power transfer unit;

a disconnect clutch disposed between the engine and the motor/generator for connecting the engine to, and disconnecting the engine from, the motor/generator; and

a vehicle system controller, the vehicle system controller being configured to facilitate closing of the disconnect clutch to start engine rotation while facilitating operation of the motor/generator based on a desired motor/generator speed, the vehicle system controller being further configured to calculate a slip speed error, the slip speed error being the difference between an actual motor/generator speed and an actual engine speed.

2. The system of claim 1, wherein the power transfer unit is one of an automatic transmission, a planetary gear set, and an electronic converterless transmission.

3. The system of claim 1, wherein the vehicle system controller is further configured to determine the desired motor/generator speed and to calculate a speed error, the speed error being the difference between an actual motor/generator speed and the desired motor/generator speed.

4. The system of claim 3, wherein the vehicle system controller is further configured to command the disconnect clutch to close when the speed error is below a first calibratable tolerance.

5. The system of claim 3, wherein the vehicle system controller is configured to determine the desired motor/generator speed based on vehicle speed at the beginning of engine starting and vehicle speed at some past time.

6. The system of claim 3, wherein the vehicle system controller is further configured to determine the desired motor/generator speed at least partly based on a vehicle accelerator position.

7. The system of claim 3, wherein the vehicle system controller is further configured to determine whether the motor/generator is in speed following control mode.

8. The system of claim 1, wherein the vehicle system controller is further configured to signal the engine to start fueling and to send a desired torque command to the engine when the slip speed error is below a second calibratable tolerance for a first calibratable time.

9. The system of claim 8, further comprising a second controller for calculating the desired torque command, the desired torque command being based on an actual motor/generator torque.

10. The system of claim 9, wherein the second controller is further configured to adjust the desired torque command based on the actual motor/generator torque.

11. The method of claim 9, wherein the desired motor/generator speed is an engine idle speed when a power transfer unit is not engaged, the power transfer unit being configured to transfer power from the engine and the motor/generator to vehicle wheels.

12. The method of claim 11, wherein the power transfer unit is one of an automatic transmission, a planetary gear set, and an electronic converterless transmission.

13. A method of starting an engine in a vehicle, the vehicle including a motor/generator, the method comprising:

operating the motor/generator based on a desired motor/generator speed;

calculating a speed error, the speed error being the difference between an actual motor/generator speed and the desired motor generator speed;

connecting the motor/generator directly to the engine to start engine rotation, the connecting of the motor/generator to the engine including closing a disconnect clutch when the speed error is below a first calibratable tolerance, the disconnect clutch being disposed between the engine and the motor/generator for connecting the engine to, and disconnecting the engine from, the motor/generator;

fueling the engine, thereby facilitating engine start; and

sending a desired torque command to the engine.

14. The method of claim 13, wherein operating the motor/generator based on the desired motor/generator speed comprises determining the desired motor/generator speed and sending a speed command to the motor/generator.

15. The method of claim 13, wherein the desired motor/generator speed is based on vehicle speed at the beginning of engine starting and vehicle speed at some past time.

16. The method of claim 13, wherein the desired motor/generator speed is based on a vehicle accelerator position.

17. The method of claim 13, further comprising determining whether the vehicle is in speed following control mode.

18. The method of claim 13, further comprising calculating a slip speed error, the slip speed error being the difference between an actual motor/generator speed and an actual engine speed.

19. The method of claim 18, wherein the engine fueling is started and the desired torque command is sent to the engine when the slip speed error is below a second calibratable tolerance for a first calibratable time.

20. The method of claim 13, wherein the desired torque command is based on an actual motor/generator torque.

21. The method of claim 20, further comprising adjusting the desired torque command based on the actual motor/generator torque.

22. A method of starting an engine in a vehicle, the vehicle including a motor/generator, the method comprising:

entering an engine start mode;

operating the motor/generator based on a desired motor/generator speed;

connecting the motor/generator directly to the engine when a speed error is below a first calibratable tolerance, the speed error being the difference between an actual motor/generator speed and the desired motor/generator speed;

fueling the engine, thereby facilitating engine start, when a slip speed error is below a second calibratable tolerance for a first calibratable time, the slip speed error being the difference between the actual motor/generator speed and an actual engine speed; and

sending a desired torque command to the engine when the slip speed error is below the second calibratable tolerance for the first calibratable time.

23. The method of claim 22, wherein operating the motor/generator based on the desired motor/generator speed comprises determining the desired motor/generator speed and sending a speed command to the motor/generator.

24. The method of claim 22, wherein connecting the motor/generator to the engine comprises closing a disconnect clutch, the disconnect clutch being disposed between the engine and the motor/generator for connecting the engine to, and disconnecting the engine from, the motor/generator.

25. The method of claim 22, wherein the desired motor/generator speed is based on vehicle speed at the beginning of engine starting and vehicle speed at some past time.

26. The method of claim 22, wherein the desired motor/generator speed is an engine idle speed when a power transfer unit is not engaged, the power transfer unit being configured to transfer power from the engine and the motor/generator to vehicle wheels.

27. The method of claim 26, wherein the power transfer unit is one of an automatic transmission, a planetary gear set, and an electronic converterless transmission.

28. The method of claim 27, wherein the desired torque command is based on an actual motor/generator torque.

29. The method of claim 28, further comprising adjusting the desired torque command based on the actual motor/generator torque.

30. The method of claim 29, further comprising exiting the engine start mode when the actual motor/generator torque has remained below a third calibratable tolerance for a second calibratable time, and the slip speed error has remained below a fourth calibratable tolerance for the second calibratable time.

31. The method of claim 22, further comprising exiting the engine start mode when a vehicle brake is applied.

32. A controller for starting an engine in a vehicle, the vehicle including a motor/generator, the controller comprising:

an algorithm for commanding the connection of the motor/generator to the engine while facilitating operation of the motor/generator based on a desired motor/generator speed, and for commanding fueling of the engine when a slip speed error is below a second calibratable tolerance for a first calibratable time, the slip speed error being the difference between an actual motor/generator speed and an actual engine speed.