Method and apparatus for remediation of and recovery from a clutch slip event in a hybrid powertrain system

• US 8,335,623 B2
• Filed: 10/08/2008
• Issued: 12/18/2012
• Est. Priority Date: 10/25/2007
• Status: Active Grant

• Current Assignee: Bayerische Motoren Werke AG, Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Original Assignee: Bayerische Motoren Werke AG, GM Global Technology Operations LLC (General Motors Company), Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Inventors: Heap, Anthony H., Kaminsky, Lawrence A., Sah, Jy-Jen F.
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Shafi, Muhammad
• Application Number:
  US12/247,279
• Publication Number:
  US 20090112427A1
• Time in Patent Office: 1,532 Days
• Field of Search: 701/22, 701/35, 701/208, 701/211, 701/213, 701/300, 701/67, 180 651- 658, 340/995.1, 340/995.19, 903/903
• US Class Current: 701/67
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• 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 20/00 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 2050/0042 Transfer function lag; delays
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2510/104 Output speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 : Brake pedal position
• CPC Class Codes: B60W 2710/025 : Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: B60W 2710/1022 : Input torque
• CPC Class Codes: B60W 30/1846 : Preventing of breakage of drive line components, e.g. parts of the gearing
• CPC Class Codes: B60W 30/20 : Reducing vibrations in the driveline
• CPC Class Codes: F16H 2037/0866 : Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
• CPC Class Codes: F16H 2037/102 : the input or output shaft of the transmission is connected or connectable to two or more differentials
• CPC Class Codes: F16H 2037/104 : Power split variators with one end of the CVT connected or connectable to two or more differentials
• CPC Class Codes: F16H 2037/106 : with switching means to provide two variator modes or ranges
• CPC Class Codes: F16H 3/728 : with means to change ratio in the mechanical gearing
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility

Abstract

A method for operating a powertrain, including an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine, includes monitoring slip across a selectively applied clutch within the transmission to indicate a clutch slip event, and if the monitoring indicates the clutch slip event decreasing a load across the selectively applied clutch by reducing torque of at least one of the engine and the electric machine, in order to reduce the slip, thereby ending the clutch slip event.

Claims

1. A method for operating a powertrain comprising an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member, wherein a microprocessor performs the following steps:

monitoring slip across a selectively applied clutch within said transmission to indicate a clutch slip event; and

when said monitoring indicates said clutch slip event, initiating a slip remediation response comprising;

imposing a limit upon a magnitude of torque permitted from said engine and a magnitude of torque permitted from said electric machine; and

progressively reducing said magnitudes based upon said monitored slip indicating a continuing slip event, in order to reduce said slip, thereby ending said clutch slip event, including a delaying command to said electric machine in comparison to a command to said engine, anticipating response lag in said engine as compared to said electric machine, so as to effect said limit upon said engine and said electric machine torques with simultaneous torque reductions.

2. The method of claim 1, further comprising monitoring slip across a plurality of selectively applied clutches.

3. The method of claim 1, wherein said monitoring slip comprises comparing a measured clutch clip speed to a threshold slip speed and indicating said clutch slip event when said measured clutch slip speeds exceeds said threshold slip speed.

4. The method of claim 1, wherein said monitoring slip comprises comparing a measured clutch clip speed to a threshold slip speed and indicating said clutch slip event when said measured clutch slip speed exceeds said threshold slip speed throughout a slip detection period.

5. The method of claim 1, wherein initiating the slip remediation response further comprises imposing a limit upon a magnitude of torque permitted from a second electric machine.

6. The method of claim 1, wherein initiating said slip remediation response comprises:

initially imposing said limit said magnitude of torque permitted from said engine to a magnitude of a calculated reactive clutch torque; and

progressively reducing said magnitude of torque permitted from said engine.

7. The method of claim 1, wherein initiating said slip remediation response comprises:

initially imposing said limit said magnitude of torque permitted from said electric machine to said magnitude of said calculated reactive clutch torque; and

progressively reducing said magnitude of torque permitted from said electric machine.

8. The method of claim 1, further comprising removing said limit when said monitoring indicates an end to said clutch slip event.

9. The method of claim 8, wherein said monitoring indicating an end to said clutch slip event comprises comparing a measured clutch clip speed to a threshold slip speed and indicating said end to said clutch slip event when said measured clutch slip speed is less than said threshold slip speed.

10. The method of claim 9, wherein said monitoring indicating an end to said slip event comprises comparing a measured clutch clip speed to a threshold slip speed and indicating said end to said clutch slip event when said measured clutch slip speed is less than said threshold slip speed through a slip recovery period.

11. The method of claim 9, wherein removing said limit comprises:

initially maintaining said magnitude of torque permitted; and

progressively increasing said magnitude of torque permitted until said limit is entirely removed.

12. A method for operating a powertrain comprising an electro-mechanical transmission adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches, wherein said transmission is mechanically-operatively coupled to an internal combustion engine and a plurality of electric motors, wherein a microprocessor performs the following steps:

monitoring clutch slip across each selectively applied clutch; and

when said monitoring indicates clutch slip in excess of a threshold clutch slip level through a slip detection period, initiating a slip remediation response comprising;

limiting a magnitude of torque permitted from said engine transmitted through said clutches and limiting a magnitude of torque permitted from said electric motors transmitted through said clutches; and

progressively reducing said magnitudes based upon said monitored clutch slip indicating a continuing slip event, in order to reduce said slip, thereby ending said clutch slip event.

13. The method of claim 12, wherein said limiting said magnitude of torque permitted from said electric motors includes a delay in comparison to said limiting a magnitude of torque permitted from said engine, anticipating response lag in said engine as compared to said electric machine, so as to effect both said limiting engine and electric motor torques simultaneously.

14. The method of claim 12,

wherein said limiting said magnitude of torque permitted from said engine comprises

initially constraining said magnitude of torque permitted from said engine to a magnitude of a calculated clutch reactive torque;

and

wherein said limiting a magnitude of torque permitted from said electric motors comprises

initially constraining said magnitude of torque permitted from said electric motors to said magnitude of said calculated clutch reactive torque.

15. Apparatus for operating a powertrain comprising an electro-mechanical transmission adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches, wherein said transmission is mechanically-operatively coupled to an internal combustion engine and a plurality of electric machines, the apparatus comprising:

a control system monitoring slip across said clutches and including

logic diagnosing a slip event in each clutch and imposing torque constraints upon said engine and said electric machines based upon said diagnosis, said constraints being effective to reduce a load upon said clutch and eliminate said excessive slip; and

,

as long as said slip event remains, logic progressively decreasing torque permitted from said engine and said electric machines in order to reduce said slip, thereby ending said slip event.

16. The apparatus of claim 15, wherein said logic imposing torque constraints upon said engine issues control commands comprising:

a command initially limiting a magnitude of torque permitted from said engine to a magnitude of a calculated clutch reactive torque.

17. The apparatus of claim 16, wherein said logic imposing torque constraints upon said electric machines issues control commands comprising:

a command initially limiting a magnitude of torque permitted from said electric machines to a magnitude of a calculated clutch reactive torque.

18. The apparatus of claim 16,

wherein said logic diagnosing said slip event in each clutch further diagnoses an end to said slip event;

and

wherein said logic imposing torque constraints upon said engine and said electric machines based upon said diagnosis, upon diagnosing said end to said slip event, issues control commands comprising

a command initially maintaining a load across said selectively applied clutch, and

subsequent commands progressively increasing said load until a normal load across said clutch is achieved.