Torque modulation in a hybrid vehicle downshift during regenerative braking

• US 9,493,148 B2
• Filed: 04/13/2011
• Issued: 11/15/2016
• Est. Priority Date: 04/13/2011
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Nefcy, Barney D, Connolly, Francis Thomas, Colvin, Dan, Ortmann, Walt Joseph, Kraska, Marvin Paul, Crombez, Dale Scott, Yamazaki, Mark Steven
• Primary Examiner(s): Jabr, Fadey
• Assistant Examiner(s): Mahne, Kevin P
• Application Number:
  US13/086,048
• Publication Number:
  US 20120265382A1
• Time in Patent Office: 2,043 Days
• Field of Search: 477/108, 477/109, 477/156, 477/159, 477/3, 477/4, 477/5, 477/6, 477/78
• 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 10/06 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 10/188 hydraulic brakes
• CPC Class Codes: B60W 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• 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 2030/18081 With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
• CPC Class Codes: B60W 2030/206 related or induced by the engine
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• CPC Class Codes: B60W 2720/30 Wheel torque
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 30/20 : Reducing vibrations in the driveline
• CPC Class Codes: B60Y 2200/92 : Hybrid vehicles
• CPC Class Codes: B60Y 2300/18125 : Regenerative braking
• CPC Class Codes: B60Y 2300/19 : Improvement of gear change, e.g. synchronisation or smoothing gear shift
• CPC Class Codes: B60Y 2400/112 : Batteries
• CPC Class Codes: B60Y 2400/73 : Planetary gearings
• CPC Class Codes: F16H 61/04 : Smoothing ratio shift
• CPC Class Codes: F16H 63/502 : for smoothing gear shifts
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements

Abstract

A controller and a control strategy minimizes shift shock in a hybrid electric vehicle during a downshift conducted while the vehicle is in a regenerative braking mode by maintaining total powertrain torque at a desired target during the downshift. The controller has three preferable modes including modulating just engine torque, modulating just electric motor torque or simultaneously modulating both motor and engine torque.

Claims

1. A hybrid electric vehicle powertrain system comprising:

an automatic transmission including multiple gear ratios for delivering an output torque to a set of drive wheels;

a controller configured to effect a downshift between gear ratios during regenerative braking which tends to cause variations in the output torque, said controller further configured to counteract the variations to maintain the output torque substantially constant and prevent significant ramping or spiking of the output torque;

an engine for generating a first input torque that is transferred to the transmission; and

a motor for generating a second input torque that is transferred to the transmission;

wherein the controller is configured to modulate the first input torque during the downshift to counteract the variations.

2. The powertrain system of claim 1, wherein the controller is configured to also modulate the second input torque during the downshift to counteract the variations.

3. The powertrain system of claim 1, wherein the regenerative braking tends to cause variations in the output torque, and wherein the controller is configured to modulate the second input torque to counteract the variations.

4. The powertrain system of claim 1, further comprising friction brakes mounted at the drive wheels for applying a friction braking force and wherein the controller is configured to vary the friction braking force to counteract the variations.

5. A method for reducing shift shock in a hybrid vehicle powertrain system including an automatic transmission for delivering an output torque through multiple gear ratios comprising:

effecting a downshift between the gear ratios during regenerative braking which tends to cause variations in the output torque;

measuring an output torque signal indicative of the output torque;

maintaining, using a controller configured to counteract the variations, the output torque signal substantially constant to prevent significant ramping or spiking of the output torque signal during the downshift;

sending an engine torque signal to an engine to cause the engine to generate a first input torque;

transferring the first input torque to the transmission;

sending a motor torque signal to an electric motor to cause the motor to generate a second input torque; and

transferring the second input torque to the transmission,

wherein maintaining the output torque signal substantially constant further includes modulating the engine and motor torque signals during the downshift to counteract the variations.

6. The method according to claim 5, further comprising taking time to complete the downshift and extending the time taken to complete the downshift to counteract the variations.

7. The method according to claim 5, further comprising:

sending a friction braking force signal to friction brakes mounted on drive wheels of the hybrid vehicle for applying friction braking; and

varying the friction braking force signal to counteract the variations.

8. The method according to claim 7, further comprising determining a timing for applying friction braking by:

predicting a lag time associated with the friction braking; and

compensating for the lag time.

9. The method according to claim 7, further comprising decreasing an amount of friction braking during a torque phase of the downshift.

10. The method according to claim 9, further comprising restoring the amount of friction braking during an inertia phase of the downshift.

11. The method according to claim 5, further comprising:

removing the regenerative braking before the downshift; and

reinstating the regenerative braking after the downshift.

12. The method according to claim 5, further comprising increasing an amount of regenerative braking during both a torque phase and an inertia phase of the downshift.

13. A method for reducing shift shock in a hybrid vehicle powertrain system including an automatic transmission with multiple gear ratios comprising:

delivering an output torque from the transmission;

effecting a downshift between the gear ratios during regenerative braking which tends to cause variations in the output torque;

maintaining, using a controller configured to counteract the variations, the output torque substantially constant to prevent significant ramping or spiking of the output torque during the downshift;

causing an engine to generate a first input torque;

transferring the first input torque to the transmission;

causing an electric motor to generate a second input torque;

transferring the second input torque to the transmission; and

wherein maintaining the output torque substantially constant further includes modulating the first and second input torques during the downshift to counteract the variations.

14. The method according to claim 13, further comprising:

sending a friction braking force signal to friction brakes mounted on drive wheels of the hybrid vehicle for applying friction braking; and

varying the friction braking force signal to counteract the variations.

15. The method according to claim 13, further comprising determining a timing for applying friction braking by:

predicting a lag time associated with the friction braking; and

compensating for the lag time.

16. The method according to claim 13, further comprising decreasing an amount of friction braking during a torque phase of the downshift.

17. The method according to claim 13, further comprising restoring the amount of friction braking during an inertia phase of the downshift.

18. The method according to claim 13, further comprising:

removing the regenerative braking before the downshift; and

reinstating the regenerative braking after the downshift.

19. The method according to claim 13, further comprising increasing an amount of regenerative braking during both a torque phase and an inertia phase of the downshift.