Opportunistic charging of hybrid vehicle battery

• US 9,399,461 B2
• Filed: 04/18/2013
• Issued: 07/26/2016
• Est. Priority Date: 05/07/2012
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Yamazaki, Mark Steven, Lear, Christopher Alan, Connolly, Francis Thomas
• Primary Examiner(s): Edwards, Jerrah
• Assistant Examiner(s): ALSOMIRI, MAJDI A
• Application Number:
  US13/865,587
• Publication Number:
  US 20130297126A1
• Time in Patent Office: 1,195 Days
• Field of Search: 701/22, 180/65.1, 180/65.2, 180/65.265, 180/65.3, 180/65.6, 180/69.4, 290/40.A, 290/40.B, 290/40.C, 290/40.R, 290/38.R, 290/45, 290/46, 318/8, 318/9, 318/34, 318/51, 318/52, 903/930
• US Class Current: 1/1
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60K 6/48 Parallel 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 20/40 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 2510/0642 Idle condition
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2556/00 Input parameters relating to data
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: B60W 30/18054 at stand still, e.g. engine in idling state hill holding B60W30/18118
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

A control system for a modular hybrid electric vehicle operates an internal combustion engine at a torque level above the driver demanded torque improving the engine'"'"'s efficiency. A traction motor driveably connected to the engine is operated at a torque level such that the combined torque satisfies the driver demand. The traction motor torque is limited to avoid inefficient combinations of speed and torque at which the motor is inefficient. During idle operation, the traction motor is operated at a torque determined from a battery state of charge and the engine is operated to maintain a predetermined speed. If the engine speed drops below a threshold, motor torque is adjusted to reduce the load on the engine to avoid stalling.

Claims

1. A method of operating a powertrain comprising:

while a motor is driveably connected to an engine by a first clutch and driveably disconnected from a transmission gearbox by a second clutch, operating the motor to generate a first charging torque based on a state of charge of a battery;

in response to a decrease in engine speed, controlling the engine to increase the engine speed toward a predetermined engine idle speed; and

in response to the engine speed decreasing below a threshold, further operating the motor to adjust the first charging torque to decrease the load on the engine.

2. The method of claim 1 further comprising:

engaging the second clutch to driveably connect the motor to the transmission gearbox;

controlling the engine to produce an engine torque based on the engine speed and the state of charge; and

further operating the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque, wherein the driver demanded net torque is based on the engine speed and an accelerator pedal position.

3. The method of claim 2 further comprising:

further operating the motor to generate a minimum charging torque, wherein the minimum charging torque is a based on engine speed.

4. The method of claim 2 further comprising:

further operating the motor to generate a positive torque to assist the engine in satisfying the driver demanded net torque.

5. A method of operating a traction motor in a vehicle, the motor having a rotor selectively connected for rotation with an engine at a positive rotor speed by a first clutch and selectively connected to a transmission gearbox by a second clutch, the method comprising:

with the first clutch engaged and the second clutch disengaged, applying a negative torque to the engine while generating electrical power, wherein the torque varies in response to changes in a state of charge of a battery and is substantially independent of the rotor speed for rotor speeds above a threshold; and

in response to the rotor speed decreasing below the threshold, increasing the torque to decrease load on the engine.

6. The method of claim 5 further comprising:

engaging the second clutch; and

applying a positive torque to the transmission gearbox to propel the vehicle.

7. A vehicle powertrain comprising:

an engine;

a motor electrically connected to a battery;

a first clutch configured to selectively couple the engine to the motor;

a second clutch configured to selectively couple the motor to a gearbox; and

a controller configured to

while the first clutch is engaged and the second clutch is disengaged, operate the motor to generate a first charging torque based on a state of charge of the battery,

respond to a decrease in engine speed resulting from a load on the engine associated with the first charging torque by controlling the engine to increase the engine speed toward a predetermined engine idle speed, and

respond to the engine speed decreasing below a threshold by adjusting the first charging torque to decrease the load on the engine.

8. The vehicle powertrain of claim 7 wherein the controller is further configured to

engage the second clutch;

control the engine to produce an engine torque based on the engine speed and the state of charge; and

control the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque, wherein the driver demanded net torque is based on the engine speed and an accelerator pedal position.

9. The vehicle powertrain of claim 8 wherein the controller is further programmed to control the motor to generate a positive torque to assist the engine in satisfying the driver demanded net torque.