Methods and systems for reducing gear lash noise

• US 8,965,616 B2
• Filed: 02/25/2013
• Issued: 02/24/2015
• Est. Priority Date: 05/04/2012
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Gibson, Alex O'Connor, Doering, Jeffrey Allen, Reed, Dennis Craig, Pietron, Gregory Michael, McCallum, James William Loch
• Primary Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US13/776,351
• Publication Number:
  US 20130297123A1
• Time in Patent Office: 729 Days
• Field of Search: 701/22, 701/67, 701/68, 477/3, 477/180, 180/65.265
• US Class Current: 701/22
• 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 20/17 for noise reduction
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: F16H 2059/144 characterised by change between positive and negative drive line torque, e.g. torque changes when switching between coasting and acceleration
• CPC Class Codes: F16H 57/0006 Vibration-damping or noise reducing means specially adapted for gearings devices for varying tension of belts, ropes or chains with damping means F16H7/0829; toothed members with construction providing vibration damping F16H55/14; reducing vibrations or noise of the gearbox casing F16H57/028; suppression of vibrations or noise of gear selectors F16H59/0208; control of hydrostatic fluid gearing preventing or reducing vibrations or noise F16H61/4183
• CPC Class Codes: Y10S 903/902 Prime movers comprising electrical and internal combustion motors

Abstract

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline gear lash gear tooth to gear tooth impact may be reduced via adjusting operation of an electric machine. For example, gear tooth to gear tooth impact may be reduced by operating the electric machine in a speed control mode to manage torque during driveline torque transition from a negative torque to a positive torque.

Claims

1. A method for controlling driveline lash, comprising:

shifting a transmission to a gear that permits an electric machine that is coupled to the transmission to operate at a lower speed than a base speed of the electric machine in response to a decrease in a driver demand torque; and

reducing gear tooth to gear tooth impact via operating the electric machine in a speed control mode during a driveline torque transition from a negative torque to a positive torque.

2. The method of claim 1, further comprising reducing a torque converter clutch application force during the driveline torque transition from the negative torque to the positive torque.

3. The method of claim 1, further comprising stopping rotation of an engine in response to the decrease in driver demand torque.

4. The method of claim 3, further comprising opening a driveline disconnect clutch in response to the decrease in driver demand torque.

5. The method of claim 1, further comprising adjusting speed of the electric machine via a controller in response to a difference in speed between a first gear tooth and a second gear tooth during the driveline torque transition from the negative torque to the positive torque.

6. The method of claim 1, further comprising downshifting the transmission in response to vehicle speed.

7. The method of claim 1, where the electric machine is operated in a torque control mode immediately before operating the electric machine in the speed control mode during the driveline torque transition from the negative torque to the positive torque.

8. A method for controlling driveline lash, comprising:

reducing gear tooth to gear tooth impact via operating an electric machine in a speed control mode during a driveline torque transition from a negative torque to a positive torque; and

accelerating the electric machine to control a speed profile between a first gear tooth and a second gear tooth during the driveline torque transition from the negative torque to the positive torque.

9. The method of claim 8, further comprising decelerating the electric machine in response to an increase in a speed difference between the first gear tooth and the second gear tooth.

10. The method of claim 9, further comprising accelerating the electric machine in response to a decrease in the speed difference between the first gear tooth and the second gear tooth after decelerating the electric machine.

11. The method of claim 8, where the transition from the negative torque to the positive torque is in response to an increase in driver demand torque.

12. The method of claim 8, further comprising opening a driveline disconnect clutch that is mechanically coupled to the electric machine before reducing the gear tooth to gear tooth impact in response to a decrease in driver demand torque.

13. The method of claim 8, further comprising reducing a torque converter clutch application force in response to a decrease in driver demand torque before reducing the gear tooth to gear tooth impact.

14. The method of claim 8, where the electric machine speed is controlled as a function of a speed difference between a first gear tooth and a second gear tooth.

15. A vehicle system, comprising:

an engine;

a dual mass flywheel including a first side mechanically coupled to the engine;

a driveline disconnect clutch mechanically including a first side coupled to a second side of the dual mass flywheel;

a driveline integrated starter/generator (DISG) including a first side coupled to a second side of the driveline disconnect clutch;

a transmission selectively coupled to the engine via the driveline disconnect clutch; and

a controller including non-transitory instructions executable to automatically stop engine rotation, reduce a gear tooth to gear tooth impact via operating the DISG in a speed control mode during a driveline torque transition from a negative torque to a positive torque, and to start engine rotation while reducing the gear tooth to gear tooth impact.

16. The vehicle system of claim 15, where engine rotation is started via closing the driveline disconnect clutch.

17. The vehicle system of claim 16, further comprising additional instructions to adjust a torque converter clutch application force while reducing the gear tooth to gear tooth impact.

18. The vehicle system of claim 15, further comprising additional instructions to open the driveline disconnect clutch in response to a driver demand torque.

19. The vehicle system of claim 18, further comprising additional instructions to at least partially close the driveline disconnect clutch to start the engine in response to a driver demand torque.

20. The vehicle system of claim 19, further comprising additional instructions to shift the transmission to a gear that rotates the DISG at a speed less than the DISG base speed during vehicle deceleration.