Control system and control method for a hybrid electric vehicle powertrain

• US 6,746,366 B2
• Filed: 08/22/2002
• Issued: 06/08/2004
• Est. Priority Date: 10/11/2000
• Status: Expired due to Term

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Motor Company
• Inventors: Tamor, Michael Alan
• Primary Examiner(s): Lewis, Tisha D.
• Application Number:
  US10/225,824
• Publication Number:
  US 20030004032A1
• Time in Patent Office: 656 Days
• Field of Search: 477/5, 477/6, 477/8, 477/12, 477/14, 477/15, 477/20, 180/65.2, 180/65.3
• US Class Current: 477/5
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• 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: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/919 Stepped shift

Abstract

A control and control method for a powertrain for a parallel hybrid electric vehicle (HEV) method and system, including a pre-transmission internal combustion engine (ICE), an electric traction motor/generator (motor), and a controller for the motor to emulate the behavior of the internal combustion engine. Emulation strategy allows the use of the same transmission hardware and control for both the engine and the motor in each of several operating modes. The complexity of the parallel HEV powertrain system is reduced, and vehicle performance is consistent with a substantially constant drive force.

Claims

1. A control for a hybrid electric vehicle powertrain comprising:

a throttle-controlled internal combustion engine, an electric motor/generator with an electrical power source and a multiple ratio transmission, the motor/generator being connected drivably to a torque input side of the transmission, a clutch for establishing and disestablishing a connection between the engine and the torque input side of the transmission, a torque output side of the transmission being connected to vehicle traction wheels;

the engine being characterized by a speed-torque relationship that is a function of engine throttle position in an engine drive zone throughout a first range of torque values and throughout a first range of speed values;

the motor being characterized by a speed-torque relationship in a motor drive zone throughout a second range of torque values that is smaller than the first range of torque values and throughout a second range of speed values that is smaller than the first range of speed values;

means for emulating the speed-torque relationship of the engine by the motor/generator when the speed and torque values are within the second torque and speed ranges, respectively;

the transmission including pressure-activated friction elements that define torque flow paths and a hydraulic pump at a torque input side of the transmission for developing a control pressure for the friction elements; and

the motor being drivably connected to the hydraulic pump at zero vehicle speed, the motor speed being controlled at a finite idle value at zero vehicle speed to maintain a minimal transmission control pressure for the transmission friction elements.

2. The control set forth in claim 1 including means for selectively engaging and disengaging the clutch wherein the powertrain delivers power to the traction wheels from the motor/generator with the clutch disengaged and wherein the powertrain delivers power to the traction wheels from the engine when the clutch is engaged.

3. A method and strategy for a hybrid electric vehicle powertrain having a throttle-controlled internal combustion engine, an electric motor/generator with an electrical power source and a power transmission, the transmission having pressure-activated friction elements that define torque slow paths, a clutch for establishing and disestablishing a connection between the engine and the torque input side of the transmission, a torque output side of the transmission being connected to vehicle traction wheels, the motor being drivably connected to a hydraulic pump for pressurizing the friction elements;

the method and strategy comprising;

controlling motor speed to maintain transmission control pressure for the transmission friction elements, including a minimal transmission control pressure at zero vehicle speed;

establishing an engine drive zone characterized by speed-torque relationships that are functions of engine throttle position throughout a first range of torque values and throughout a first range of speed values;

establishing a motor drive zone characterized by a speed-torque relationship throughout a second range of torque values that is smaller than the first range of torque values and throughout a second range of speed values that is smaller than the first range of speed values; and

emulating the speed-torque relationship of the engine by the motor/generator when the speed and torque values are within the second torque and speed ranges, respectively.

4. The method and strategy set forth in claim 3 including the step of disengaging the clutch to effect power delivery by the powertrain solely from the motor/generator as the engine is rendered inactive.

5. The method set forth in claim 3 including the step of starting the engine by engaging the clutch as a transition is made from the motor drive zone to the engine drive zone.

6. The method and strategy set forth in claim 3 including the step of starting the engine, when the engine is inactive, by engaging the clutch and using motor/generator torque to eliminate torque disturbance due to engine friction and engine inertia.

7. The method and strategy set forth in claim 3, including the step of selectively engaging and disengaging the clutch whereby the powertrain delivers power to the traction wheels from the motor-generator with the clutch disengaged and whereby the powertrain delivers power to the traction wheels from the engine when the clutch is engaged.

8. The method and strategy set forth in claim 3, including the step of selectively engaging and disengaging the clutch whereby the powertrain delivers power to the traction wheels from the motor/generator with the clutch disengaged and whereby the powertrain delivers power to the traction wheels from the engine when the clutch is engaged.

9. A method and strategy for a hybrid electric vehicle powertrain having an internal combustion engine, an electric motor/generator with an electrical power source, a power transmission with friction elements for establishing and disestablishing torque flow paths, a clutch for establishing and disestablishing a connection between the engine and the torque input side of the transmission, a torque output side of the transmission being connected to vehicle traction wheels, the method and strategy comprising:

establishing an engine drive zone characterized by speed-torque relationships that are functions of engine control input throughout a first range of torque values and throughout a first range of speed values;

establishing a motor drive zone characterized by a speed-torque relationship throughout a second range of torque values that is smaller than the first range of torque values and throughout a second range of speed values that is smaller than the first range of speed values; and

emulating the speed-torque relationship of the engine by the motor/generator when the torque and speed values are within the second torque and speed ranges, respectively.

10. The method and strategy set forth in claim 9 including the step of disengaging the clutch to effect power delivery by the powertrain solely from the motor/generator as the engine is rendered inactive.

11. The method set forth in claim 9 including the step of starting the engine by engaging the clutch as a transition is made from the motor drive zone to the engine drive zone.

14. The method and strategy set forth in claim 9 wherein the step of emulating the speed-torque relationship of the engine by the motor/generator when the speed and torque values are in the second range, a response of the motor/generator to a power demand being substantially similar to a response to engine control input when the powertrain is operating in the first range of torque values and in the first range of speed values with the engine on whereby the motor/generator functions as a pseudo-engine.

12. A method and strategy for a hybrid electric vehicle powertrain having an internal combustion engine, an electric motor/generator with an electrical power source, a power transmission with friction elements for establishing and disestablishing torque flow paths, a clutch for establishing and disestablishing a connection between the engine and the torque input side of the transmission, a torque output side of the transmission being connected to vehicle traction wheels, the method and strategy comprising:

establishing an engine drive zone characterized by speed-torque relationships that are functions of engine control input throughout a first range of torque values and throughout a first range of speed values;

establishing a motor drive zone characterized by a speed-torque relationship throughout a second range of torque values that is smaller than the first range of torque values and throughout a second range of speed values that is smaller than the first range of speed values;

establishing an intermediate operating zone intermediate the engine drive zone and the motor drive zone; and

emulating the engine speed-torque relationship of the engine when the powertrain operates in the engine drive zone by using the motor/generator during operation in the intermediate operating zone when the clutch disconnects the engine.

13. The method and strategy set forth in claim 12 wherein the step of emulating the speed-torque relationship of the engine by the motor/generator includes slipping a transmission friction elements during vehicle launch and during slow vehicle speed driving when the powertrain is operating in the intermediate operating zone whereby the effective engine driving torque is increased as engine speed is increased for a given engine control input.

15. The method and strategy set forth in claim 13 wherein the torque flow paths are characterized by multiple torque ratios, the method and strategy including the step of emulating the speed-torque relationship of the engine by the motor/generator when the speed and torque values are in the second and intermediate operating zones by executing rapid control of the motor/generator during ratio shifts of the power transmission to reduce torque fluctuation as torque transfer between the transmission friction elements occurs in a ratio shift event.