Method for hybrid vehicle powertrain control

• US 7,823,471 B2
• Filed: 05/08/2006
• Issued: 11/02/2010
• Est. Priority Date: 05/31/2005
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Inventors: Tamai, Goro, Aldrich, William L. III, Hoang, Tony T., Bhattarai, Birendra P., Crites, Donald D.
• Primary Examiner(s): Tran; Khoi
• Assistant Examiner(s): Kim; Kyung J
• Application Number:
  US11/429,857
• Publication Number:
  US 20060266567A1
• Time in Patent Office: 1,639 Days
• Field of Search: 180/65.1, 180/65.2, 180/65.3, 180/65.4, 180/65.265, 180/65.28, 180/65.285, 903/930, 903/941, 903/942, 903/947, 903/946, 477 5- 7, 477 14- 16
• US Class Current: 74/89.4
• CPC Class Codes: B60K 6/485 Motor-assist type
• 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 20/11 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 30/181 Preparing for stopping
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/946 Characterized by control of driveline clutch
• CPC Class Codes: Y10T 74/18712 Contamination related

Abstract

The method of the present invention provides a variety of vehicle performance characteristics depending on the mode of operation. A first routine is initiated to provide an optimal balance of powertrain responsiveness and fuel economy for any given combination of vehicle speed and deceleration rate. The first routine may, according to a preferred embodiment, include a plurality of routines that are each configured to provide an optimal balance of powertrain responsiveness and fuel economy within a predefined range of vehicle speeds and deceleration rates. A second routine is initiated if said deceleration rate is within a predefined range. The second routine includes running the electric motor/generator while the hybrid vehicle is being stopped in order to control the driveline lash and thereby minimize disturbances during a subsequent engine re-start.

Claims

1. A method for controlling a powertrain of a hybrid vehicle, said powertrain including an engine, a transmission, and an electric motor/generator, such that the engine and the electric motor/generator are operatively connected to the transmission via a driveline, said method comprising:

monitoring vehicle speed;

monitoring vehicle deceleration rate;

initiating a first routine configured to provide an optimal balance of powertrain responsiveness and fuel economy for any given combination of vehicle speed and deceleration rate;

initiating a second routine if said deceleration rate is within a predefined range, said second routine including pre-loading the driveline by running the electric motor/generator while the hybrid vehicle is in the process of being stopped for a predetermined amount of time after the hybrid vehicle has reached a predetermined speed to control driveline lash, and disturbances during a subsequent engine re-start are thereby minimized;

providing a torque converter disposed between the engine and the transmission, said torque converter including a torque converter clutch that is actuatable to lock-up the torque converter such that energy is transferable therethrough with minimal loss; and

wherein said initiating a first routine includes transferring fuel to the engine at a first predetermined time and releasing the torque converter clutch, thereby interrupting the transfer of a torque spike from the engine to the transmission during the subsequent engine re-start.

2. The method of claim 1, further comprising shutting off the engine after the completion of one of the first routine and the second routine.

3. The method of claim 2, wherein said shutting off the engine includes shutting off the transfer of fuel to the engine.

4. The method of claim 3, wherein said initiating a first routine includes initiating a plurality of routines each configured to provide an optimal balance of powertrain responsiveness and fuel economy within a predefined range of vehicle speeds and deceleration rates.

5. A method for controlling a powertrain of a hybrid vehicle, said powertrain including an engine, a transmission, and an electric motor/generator, such that the engine and the electric motor/generator are operatively connected to the transmission via a driveline, said method comprising:

providing a torque converter disposed between the engine and the transmission, said torque converter including a torque converter clutch that is actuatable to lock-up the torque converter such that energy is transferable therethrough with minimal loss;

monitoring vehicle speed;

monitoring vehicle deceleration rate; and

initiating a routine if said deceleration rate is within a predefined range, said routine including;

determining whether the vehicle speed is below a predefined threshold speed;

pre-loading the driveline by running the electric motor/generator in a manner configured to control driveline lash while the hybrid vehicle is in the process of being stopped, if the vehicle speed is below the predefined threshold speed, such that disturbances during a subsequent engine re-start are minimized; and

wherein said initiating a routine includes releasing the torque converter clutch if the vehicle speed is below the predefined threshold speed.

6. The method of claim 5, wherein said running the electric motor/generator to control the driveline lash includes running the electric motor/generator until the rotational speed of the crankshaft reaches approximately zero.

7. The method of claim 5, wherein said running the electric motor/generator to control the driveline lash includes running the electric motor/generator for a predetermined amount of time after the speed of the hybrid vehicle reaches a predetermined speed.

8. The method of claim 5, further comprising shutting off the engine after the completion of the routine.