Control of engine torque during upshift and downshift torque phase for a hybrid powertrain system

• US 9,008,926 B2
• Filed: 10/16/2008
• Issued: 04/14/2015
• Est. Priority Date: 11/04/2007
• Status: Expired due to Fees

• 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., Sah, Jy-Jen F., Kaminsky, Lawrence A.
• Primary Examiner(s): Keith, Jack W
• Assistant Examiner(s): Nguyen, Chuong P
• Application Number:
  US12/253,228
• Publication Number:
  US 20090118936A1
• Time in Patent Office: 2,371 Days
• Field of Search: 701 53- 56, 701/62, 701/64, 701/67, 701 84- 86, 701/90, 701/99, 701/101, 123/406.12, 123/406.13, 123/406.23, 192/3.51, 192/5.41, 477 5- 7, 477/70, 477 73- 75, 477/107, 477/110, 903/905, 903/909, 903/912, 903/915, 903917-919, 903/945, 903/946
• US Class Current: 701/54
• 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 6/38 characterised by the driveline clutches shift clutches within the gearing or transmission B60K6/36 , B60K6/54
• 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 2240/423 Torque
• 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 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 2510/02 Clutches
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2510/102 Input speed change rate
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 : Brake pedal position
• CPC Class Codes: B60W 2710/027 : Clutch torque
• CPC Class Codes: B60W 2710/0605 : Throttle position
• CPC Class Codes: B60W 2710/0616 : Position of fuel or air injector
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: B60W 30/19 : Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 50/0097 : Predicting future conditions
• CPC Class Codes: F02D 2250/21 : during a transition between engine operation modes or states
• CPC Class Codes: F02D 41/023 : in relation with the gear ratio shifting conjoint control for improving gear change B60W30/19
• CPC Class Codes: F02P 5/1504 : with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• 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
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch

Abstract

A powertrain includes 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 through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.

Claims

1. Method for controlling 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 through selective application of a plurality of clutches, said method comprising:

commanding a shift from a fixed gear operating range state to a second operating range state, said second operating range state achieved without activating an oncoming clutch;

commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift; and

operating a control module to decrease said reactive torque through said off-going clutch through control of engine input torque, comprising monitoring a requested output torque,

monitoring factors describing input torque constraints required to offload said off-going clutch without causing clutch slip,

estimating a predicted engine torque request based upon said requested output torque through said commanded shift,

determining minimum and maximum engine torques based upon said monitoring factors, and

when said predicted engine torque request exceeds said maximum engine torque, imposing an immediate engine torque request upon said engine to offload said off-going clutch without causing clutch slip.

2. The method of claim 1, wherein said decreasing said reactive torque across said off-going clutch through control of engine input torque further comprises:

when said decreasing cannot be accomplished solely by said electric machine, imposing an immediate engine torque request upon said engine.

3. The method of claim 2, wherein said imposing an immediate engine Torque request upon said engine comprises retarding a spark timing.

4. The method of claim 2, wherein said imposing an immediate engine torque request upon said engine comprises advancing an injection timing.

5. The method of claim 2, wherein said imposing an immediate engine torque request upon said engine comprises commanding an engine throttle change.

6. The method of claim 1, wherein said transmission is further coupled to a second electric machine;

and wherein said decreasing said reactive torque across said off-going clutch through control of engine input torque comprises;

when said decreasing cannot be accomplished by said electric machine and said second electric machine, imposing an immediate engine torque request upon said engine.

7. The method of claim 6, wherein said imposing an immediate engine Torque request upon said engine comprises retarding a spark timing.

8. Said method of claim 6, wherein said imposing a immediate engine Torque request upon said engine comprises advancing an injection timing.

9. The method of claim 6, wherein said imposing a immediate engine Torque request upon said engine comprises commanding an engine throttle change.

10. The method of claim 1, wherein said monitoring factors describing input torque constraints required to offload said off-going clutch without causing slip comprises:

monitoring a clutch reactive torque lead immediate minimum and a clutch reactive torque lead immediate maximum.

11. The method of claim 10, wherein said monitoring factors describing Input torque constraints required to offload said off-going clutch without causing slip further comprises:

monitoring a clutch torque capacity for a load bearing clutch.

12. The method of claim 10, wherein said monitoring factors describing Input torque constraints required to offload said off-going clutch without causing slip further comprises:

monitoring an input speed curve to be achieved through said commanded shift.

13. Method for controlling a powertrain comprising an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and first and second electric machine adapted to selectively transmit power to an output member through selective application of a plurality of clutches, said method comprising:

monitoring a commanded shift from a fixed gear operating range state to a second operating range state, said second operating range state achieved without activating an oncoming clutch;

operating a control module to command a decreased reactive torque through an off-going clutch during a torque phase of said commanded shift;

determining a maximum engine torque based upon said commanded shift and said commanded decreased reactive torque;

estimating a predicted engine torque request through said commanded shift; and

when said predicted engine torque request exceeds said maximum engine torque, controlling an engine input torque based upon said maximum engine torque;

wherein commanding the decreased reactive torque through said off-going clutch during a torque phase of said commanded shift comprises;

monitoring a requested output torque;

monitoring factors describing input torque constraints required to offload said off-going clutch without causing clutch slip;

estimating a predicted engine torque request based upon said requested output torque through said commanded shift;

determining minimum and maximum engine torques based upon said monitoring factors; and

when said predicted engine torque request exceeds said maximum engine torque, imposing an immediate engine torque request upon said engine to decrease the reactive torque of the off-going clutch without causing clutch slip.

14. The method of claim 13, wherein said controlling said engine input Torque comprises retarding a spark timing.

15. The method of claim 13, wherein said controlling said engine input Torque comprises advancing an injection timing.

16. The method of claim 13, wherein said controlling said engine input Torque comprises commanding an engine throttle change.