Launch control of a hybrid electric vehicle

• US 7,628,728 B2
• Filed: 06/07/2007
• Issued: 12/08/2009
• Est. Priority Date: 06/07/2007
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Soliman, Ihab S., Aswani, Deepak, Silveri, Andrew J.
• Primary Examiner(s): Estremsky; Sherry L
• Assistant Examiner(s): YOUNG, EDWIN
• Application Number:
  US11/810,727
• Publication Number:
  US 20080305924A1
• Time in Patent Office: 915 Days
• Field of Search: 903/930
• US Class Current: 477/5
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 2240/486 Operating parameters
• 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 20/11 using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels
• CPC Class Codes: B60Y 2400/428 Double clutch arrangements; Dual clutches
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

A method for controlling a vehicle launch using a transmission having an input, a current gear, an input clutch associated with a target gear and an output, an engine and an electric machine for driving the input, includes the steps of determining a desired magnitude of torque to be produced at the transmission output, producing a predetermined magnitude of torque capacity of the input clutch, operating the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque, determining an crankshaft speed error, determining a desired change in torque at the transmission input that will reduce the crankshaft speed error, adjusting a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input, and engaging the input clutch.

Claims

1. A method for controlling a vehicle launch of a vehicle having a powertrain that includes a transmission having an input, a current gear, an input clutch associated with a target gear and an output, an engine and a first electric machine for driving the input, comprising the steps of:

(a) determining a desired magnitude of torque to be produced at the transmission output;

(b) producing a predetermined magnitude of torque capacity of the input clutch;

(c) operating the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque;

(d) determining desired crankshaft speed and a crankshaft speed error;

(e) determining a desired change in torque at the transmission input that will reduce the crankshaft speed error;

(f) adjusting a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input; and

(g) engaging the input clutch such that no slip occurs between the crankshaft speed and clutch speed.

2. The method of claim 1 further comprising the step of using a speed of the vehicle and a position of an accelerator pedal to determine a vehicle propulsion request demand.

3. The method of claim 1, wherein step (g) further comprises the steps of:

increasing the torque capacity of the input clutch along a ramp to a torque capacity that is equal to the torque at the transmission input; and

further increasing the torque capacity of the input clutch to a torque capacity greater than the torque at the transmission input.

4. The method of claim 1, operating a second electric machine to produce a desired magnitude of torque for driving the vehicle.

5. The method of claim 1, wherein step (b) further comprises the step of using the desired magnitude of torque at the transmission output and a gear ratio of the current gear to determine the magnitude of torque capacity of the input clutch.

6. The method of claim 1, wherein step (c) further comprises the step of using a current transmission gear ratio and a rate of change of engine speed to operate the engine such that the magnitude of torque at the transmission output that is substantially equal to the desired transmission output torque.

7. The method of claim 1, wherein step (d) further comprises the steps of:

determining a desired slip across the input clutch;

using the desired slip across the input clutch and speed of the output of the input clutch to determine desired crankshaft speed; and

using a difference between the desired crankshaft speed and a speed of the crankshaft to determine the crankshaft speed error.

8. The method of claim 7 further comprising the steps of:

using a current vehicle speed and an accelerator pedal position to determine the desired slip across the input clutch;

using the desired input clutch slip and a speed of an output of the input clutch to determine the desired crankshaft speed; and

using a PID controller and the crankshaft speed error to determine the desired change in torque at the transmission input that will reduce the crankshaft speed error.

9. The method of claim 1 further comprising the steps of:

determining whether input clutch slip is substantially zero;

determining whether the engine speed is greater than the speed of the output of the input clutch;

determining whether the vehicle speed is greater than a predetermined vehicle speed; and

discontinuing performing the vehicle launch control method, if all of said conditions are present.

10. A method for controlling a powertrain that includes a transmission having an input, a current gear, an input clutch associated with a target gear and an output, an engine and a first electric machine for driving the input and a first set of vehicle wheels, and a second electric machine for driving a second set of vehicle wheels, comprising the steps of:

(A) using an operator demand for a desired wheel torque to determine a desired wheel torque at the first wheel set and a desired wheel torque at the second wheel set;

(B) operating the engine, the first electric machine and the transmission to produce the desired magnitude of torque at the first wheel set, and operating the second electric machine to produce the desired magnitude of torque at the second wheel set;

(C) producing a predetermined magnitude of torque capacity of the input clutch;

(D) operating the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque;

(E) determining a crankshaft speed error;

(F) determining a desired change in torque at the transmission input that will reduce the crankshaft speed error;

(G) adjusting a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input; and

(H) engaging the input clutch.

11. The method of claim 10, wherein step (H) further comprises the steps of:

increasing the torque capacity of the input clutch along a ramp to a torque capacity that is equal to the torque at the transmission input; and

further increasing the torque capacity of the input clutch to a torque capacity greater than the torque at the transmission input.

12. The method of claim 10, wherein step (C) further comprises the step of using the desired magnitude of torque at the transmission output and a gear ratio of the current gear to determine the magnitude of torque capacity of the input clutch.

13. The method of claim 10, wherein step (D) further comprises the step of using a current transmission gear ratio and a rate of change of engine speed to determine the magnitude of torque at the transmission output that is substantially equal to the desired transmission output torque.

14. The method of claim 10, wherein step (E) further comprises the steps of:

determining a desired slip across the input clutch;

using the desired slip across the input clutch and speed of an output of the input clutch to determine desired crankshaft speed; and

using a difference between the desired crankshaft speed and a speed of the crankshaft to determine the crankshaft speed error.

15. A system for controlling a vehicle launch condition comprising:

an engine;

a first electric machine;

a second electric machine;

a transmission including an input and an output, the transmission being able to operate in a current gear and a target gear;

an input clutch for alternately closing and opening a drive connection between the engine and transmission input and between the first machine and the transmission input; and

a controller configured to determine a desired magnitude of torque to be produced at the transmission output, produce a predetermined magnitude of torque capacity of the input clutch, operate the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque, determine a crankshaft speed error, determine a desired change in torque at the transmission input that will reduce the crankshaft speed error, adjust a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input, and engage the input clutch.

16. The system of claim 15, wherein the controller is further configured to:

increase the torque capacity of the input clutch along a ramp to a torque capacity that is equal to the torque at the transmission input; and

further increase the torque capacity of the input clutch to a torque capacity greater than the torque at the transmission input.

17. The system of claim 15, wherein the controller is further configured to use the desired magnitude of torque at the transmission output and a gear ratio of the current gear to determine the magnitude of torque capacity of the input clutch.

18. The system of claim 15, wherein the controller is further configured to use a current transmission gear ratio and a rate of change of engine speed to determine the magnitude of torque at the transmission output that is substantially equal to the desired transmission output torque.

19. The system of claim 15, wherein the controller is further configured to:

determining a desired slip across the input clutch;

using the desired slip across the input clutch and speed of the an output of the input clutch to determine desired crankshaft speed; and

using a difference between the desired crankshaft speed and a speed of the crankshaft to determine the crankshaft speed error.

20. The system of claim 15 wherein the controller is further configured to include a PID controller and to use the PID controller and the crankshaft speed error to determine the desired change in torque at the transmission input that will reduce the crankshaft speed error.

21. A system for controlling a vehicle launch condition comprising:

an engine;

a first electric machine;

a second electric machine;

a transmission including an input and an output, the transmission being able to operate in a current gear and a target gear;

an input clutch for alternately closing and opening a drive connection between the engine and transmission input and between the first machine and the transmission input; and

a controller configured to use an operator demand for a desired wheel torque to determine a desired wheel torque at the first wheel set and a desired wheel torque at the second wheel set;

operate the engine, the first electric machine and the transmission to produce the desired magnitude of torque at the first wheel set , and operating the second electric machine to produce the desired magnitude of torque at the second wheel set;

determine a desired magnitude of torque to be produced at the transmission output;

produce a predetermined magnitude of torque capacity of the input clutch;

operate the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque;

determine an engine speed error;

determine a desired change in torque at the transmission input that will reduce the engine speed error;

adjust a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input; and

engage the input clutch.

22. The system of claim 21, wherein the controller is further configured to:

increase the torque capacity of the input clutch along a ramp to a torque capacity that is equal to the torque at the transmission input; and

further increase the torque capacity of the input clutch to a torque capacity greater than the torque at the transmission input.

23. The system of claim 21, wherein the controller is further configured to use the desired magnitude of torque at the transmission output and a gear ratio of the current gear to determine the magnitude of torque capacity of the input clutch.

24. The system of claim 21, wherein the controller is further configured to use a current transmission gear ratio and a rate of change of engine speed to determine the magnitude of torque at the transmission output that is substantially equal to the desired transmission output torque.

25. The system of claim 21, wherein the controller is further configured to:

determining a desired slip across the input clutch;

using the desired slip across the input clutch and speed of an output of the input clutch to determine desired crankshaft speed; and

using a difference between the desired crankshaft speed and a speed of the crankshaft to determine the crankshaft speed error.