Torque control for hybrid electric vehicle speed control operation

• US 8,596,390 B2
• Filed: 12/05/2007
• Issued: 12/03/2013
• Est. Priority Date: 12/05/2007
• 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
• Primary Examiner(s): Shriver, II, J. Allen
• Assistant Examiner(s): CHIBOGU, CHIEDU A
• Application Number:
  US11/950,756
• Publication Number:
  US 20090145673A1
• Time in Patent Office: 2,190 Days
• Field of Search: 180/65.2, 180/65.21, 180/65.22, 180/65.225, 180/65.245, 180/65.28, 180/65.285, 180/65.29, 903/947
• US Class Current: 180/65.21
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/485 Motor-assist 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 2240/423 Torque
• CPC Class Codes: B60L 2240/425 Temperature
• 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 10/11 Stepped gearings
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 10/115 with planetary gears
• 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 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 2510/087 Temperature
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2520/263 : Slip values between front and rear axle
• CPC Class Codes: B60W 2540/10 : Accelerator pedal position
• CPC Class Codes: B60W 2540/12 : Brake pedal position
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: B60W 2720/10 : Longitudinal speed
• CPC Class Codes: B60W 30/146 : Speed limiting
• CPC Class Codes: B60W 30/18109 : Braking
• CPC Class Codes: B60W 30/18127 : Regenerative braking
• CPC Class Codes: B60Y 2400/428 : Double clutch arrangements; Dual clutches
• 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 vehicle hybrid propulsion system is described. During a vehicle speed control operation where a speed of the vehicle is maintained at a desired speed, in response to acceleration resulting in vehicle speed beyond the desired speed, the acceleration not caused by vehicle operator input, the torque output of an upstream and/or downstream electric energy conversion device provides brake torque to a drive wheel to decelerate the vehicle to the desired speed. The selection of the electric energy conversion device may be based on an operating condition to achieve improved control and efficiency.

Claims

1. A method of controlling a hybrid propulsion system for a vehicle including a first electric energy conversion device for exchanging torque through a transmission device, the transmission device exchanging torque with a first at least one drive wheel, the hybrid propulsion system having a second electric energy conversion device for exchanging torque with a second at least one drive wheel, operation of the first electric energy conversion device, the transmission device, and the second electric energy conversion device controlled by a control system, the method comprising:

during a vehicle cruise control operation of the vehicle to maintain vehicle speed of the vehicle at a desired speed, in response to vehicle acceleration of the vehicle resulting in vehicle speed of the vehicle beyond the desired speed, the vehicle acceleration of the vehicle not caused by vehicle operator input of the vehicle, varying torque output of at least one of the first electric energy conversion device and the second electric energy conversion device to provide brake torque to at least one of the first at least one drive wheel and the second at least one drive wheel to decelerate the vehicle to the desired speed, where selection of said one of the first and second electric energy conversion device is based on an operating condition of the vehicle.

2. The method of claim 1, wherein the operating condition includes slippage of the second at least one drive wheel, and the method includes varying the torque output of the first electric energy conversion device to provide at least some brake torque at the first at least one drive wheel to decelerate the vehicle to the desired speed based on the slippage of the second at least one drive wheel.

3. The method of claim 1, wherein the operating condition includes slippage of the first at least one drive wheel, and the method includes varying the torque output of the second electric energy conversion device to provide at least some brake torque at the second at least one drive wheel to decelerate the vehicle to the desired speed based on the slippage of the first at least on drive wheel.

4. The method of claim 1, wherein the hybrid propulsion system further includes an energy storage device in electrical communication with the first electric energy conversion device and the second electric energy conversion device and the operating condition includes a state of charge of the energy storage device, the method further comprising in response to the state of charge of the energy storage device being beyond a threshold limit, adjusting the second electric energy conversion device to provide brake torque to decelerate the vehicle to the desired speed, disengaging the transmission device from the first electric energy conversion device, and adjusting the first electric energy conversion device to provide torque output such that a balance of charge between operation of the first electric energy conversion device and the second electric energy conversion device is substantially neutral.

5. The method of claim 4, wherein the hybrid propulsion system further includes an internal combustion engine to provide torque to an input of the transmission device, the transmission device is a multiple step fixed-gear ratio transmission device, and the operating condition includes a speed of the first and the second electric energy conversion devices and a temperature of the first and the second electric energy conversion devices, the method further comprising in response to a state of charge of the energy storage device being beyond a threshold limit and at least one of the vehicle speed of the vehicle being beyond an operational speed limit of at least one of the first electric energy conversion device and the second electric energy conversion device, and a temperature of the first or second electric energy conversion device being beyond an operational temperature limit of at least one of the first electric energy conversion device and the second electric energy conversion device, adjusting the internal combustion engine to provide at least some engine compression brake torque to decelerate the vehicle to the desired speed.

6. The system of claim 5, wherein the method further comprises adjusting a state of the multiple step fixed-gear ratio transmission device to adjust an amount of brake torque transmitted to the first at least one drive wheel based on the state of charge of the energy storage device.

7. The method of claim 5, wherein the hybrid propulsion system is an all wheel drive configuration, and the internal combustion engine and the first electric energy conversion device provide torque to a front drive wheel and the second electric energy conversion device provides torque to a rear drive wheel.

8. The method of claim 1, further comprising maintaining the vehicle speed of the vehicle at substantially zero during a vehicle speed control operation of the vehicle, and varying the torque output of at least one of the first electric energy conversion device and the second electric energy conversion device to provide brake torque to at least one of the first at least one drive wheel and the second at least one drive wheel to maintain the vehicle speed of the vehicle at zero until operator commanded acceleration of the vehicle.

9. A method of controlling a hybrid propulsion system for a vehicle including a first electric energy conversion device for exchanging torque through a transmission device, an internal combustion engine also for exchanging torque through the transmission device, the transmission device exchanging torque with a first drive wheel, the hybrid propulsion system having a second electric energy conversion device for exchanging torque with a second drive wheel, the hybrid propulsion system further including an electrical energy storage device coupled to the first electric energy conversion device and the second electric energy conversion device, operation of the first electric energy conversion device, the internal combustion engine, the transmission device, and the second electric energy conversion device controlled by a control system configured to carry out the method, the method comprising:

in response to vehicle acceleration of the vehicle resulting in a vehicle speed of the vehicle being beyond a desired vehicle speed of the vehicle during a cruise control operation, the vehicle acceleration of the vehicle not caused by vehicle operator input of the vehicle, providing brake torque output to decelerate the vehicle to maintain the desired speed and maintain an operating condition within operational limits by selection of a mode from a first mode, a second mode, a third mode, a fourth mode, a fifth mode, and a sixth mode at different operating conditions of the vehicle, wherein the first mode comprises providing brake torque from the second electric energy conversion device, the second mode comprises providing brake torque from the first electric energy conversion device, the third mode comprises providing brake torque from the first electric energy conversion device and the second electric energy conversion device, the fourth mode comprises providing brake torque from the internal combustion engine, the fifth mode comprises providing brake torque from the internal combustion engine and the first electric energy conversion device, and the sixth mode comprises providing brake torque from the internal combustion engine and the second electric energy conversion device, the operating condition including one or more of the vehicle speed of the vehicle, the desired vehicle speed of the vehicle, a state of charge of the electrical energy storage device, a speed of at least one of the first and second electric energy conversion devices, a temperature of at least one of the first and second electric energy conversion devices, an occurrence of a traction control event in at least one of the first drive wheel and the second drive wheel, and a total requested brake torque.

10. The method of claim 9, wherein the first mode is selected to provide brake torque to decelerate the vehicle to the desired speed based on the operating condition of the vehicle including the vehicle speed of the vehicle being greater than the desired speed, the state of charge of the electrical energy storage device being less than a maximum state of charge of the electrical energy storage device, and at least one of the temperature of the first electric energy conversion device being greater than a threshold operating temperature and the speed of the first electric energy conversion device being greater than a threshold operating speed.

11. The method of claim 9, wherein the third mode is selected to provide brake torque to decelerate the vehicle to the desired speed based on the operating condition of the vehicle including the vehicle speed of the vehicle being greater than the desired speed, the state of charge of the electrical energy storage device being less than a maximum state of charge of the electrical energy storage device, and the total requested torque being greater than a maximum torque that can be provided by the second electric energy conversion device, the maximum torque varying with vehicle speed of the vehicle.

12. The method of claim 9, wherein the fourth mode is selected to provide brake torque to decelerate the vehicle to the desired speed based on the operating condition of the vehicle including the vehicle speed of the vehicle being greater than the desired speed, the state of charge of the electrical energy storage device being greater than a maximum state of charge of the electrical energy storage device, at least one of the temperature of the first electric energy conversion device being greater than a threshold operating temperature and the speed of the first electric energy conversion device being greater than a threshold operating speed, and at least one of the temperature of the second electric energy conversion device being greater than a threshold operating temperature and the speed of the second electric energy conversion device being greater than a threshold operating speed.

13. The method of claim 9, wherein the fifth mode is selected to provide brake torque to decelerate the vehicle to the desired speed based on the operating condition of the vehicle including the vehicle speed of the vehicle being greater than the desired speed, the state of charge of the electrical energy storage device being less than a maximum state of charge of the electrical energy storage device, and at least one of the temperature of the second electric energy conversion device being greater than a threshold operating temperature and the speed of the second electric energy conversion device being greater than a threshold operating speed.

14. The method of claim 9, wherein the sixth mode is selected to provide brake torque to decelerate the vehicle to the desired speed based on the current operating condition of the vehicle including the vehicle speed of the vehicle being greater than the desired speed, the state of charge of the electric energy storage device being less than a maximum state of charge of the electric energy storage device, the total requested torque is greater than a maximum torque that can be provided by the second electric energy conversion device, the maximum torque varying with vehicle speed of the vehicle, and at least one of the temperature of the first electric energy conversion device being greater than a threshold operating temperature and the speed of the first electric energy conversion device being greater than a threshold operating speed.