Hybrid electric vehicle controller and method of controlling a hybrid electric vehicle

• US 9,744,961 B2
• Filed: 01/31/2012
• Issued: 08/29/2017
• Est. Priority Date: 02/01/2011
• Status: Active Grant

• Current Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Original Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Inventors: Hancock, Matthew
• Primary Examiner(s): Nguyen, Cuong H
• Application Number:
  US13/983,235
• Publication Number:
  US 20140114518A1
• Time in Patent Office: 2,037 Days
• Field of Search: 701 22, 701 67, 180 65275, 180 6528, 180 6521, 903945, 903946, 477 5- 8, 477176
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• 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 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• 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 2050/0008 Feedback, closed loop systems or details of feedback error signal
• CPC Class Codes: B60W 2050/0011 Proportional Integral Differential [PID] controller
• CPC Class Codes: B60W 2510/0216 Clutch engagement rate
• CPC Class Codes: B60W 2510/0225 Clutch actuator position
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch

Abstract

Embodiments of the present invention provide a controller for a hybrid electric vehicle having a first actuator and a second actuator operable to drive a driveline of the vehicle, the vehicle having releasable torque transmitting means operable releasably to couple the first actuator to the driveline, the releasable torque transmitting means being operable between a first condition in which the first actuator is substantially disconnected from the driveline and a second condition in which the first actuator is substantially connected to the driveline, the controller being operable to control the vehicle to transition between a first mode in which the releasable torque transmitting means is in the first condition and a second mode in which the releasable torque transmitting means is in the second condition, when a transition from the first mode to the second mode is required the controller being arranged to provide a control signal to the first actuator to control the speed thereof, the control signal being responsive to the speed of the first actuator and the amount of torque transfer provided by the releasable torque transmitting means.

Claims

1. A controller for a hybrid electric vehicle, the vehicle having an internal combustion engine and an electric machine operable to drive a driveline of the vehicle, the vehicle having a clutch that releasably couples the internal combustion engine to the driveline, wherein the clutch comprises an input portion coupled to the engine and an output portion, wherein the clutch is operable between an open condition, in which the internal combustion engine is substantially disconnected from the driveline, and a closed condition, in which the internal combustion engine is substantially connected to the driveline, wherein the controller is configured to:

control the vehicle to transition between a first mode, in which the clutch is in the open condition, and a second mode, in which the clutch is in the closed condition; and

provide, when a transition from the first mode to the second mode is required, a control signal to the internal combustion engine to control a speed thereof to achieve a target speed, wherein the target speed is greater than a speed of the output portion of the clutch, and wherein the control signal is responsive to the speed of the internal combustion engine and an amount of torque transfer provided by the clutch.

2. A controller as claimed in claim 1, the controller being operable to control the clutch gradually to change the amount of torque transfer provided thereby.

3. A controller as claimed in claim 1, wherein the control signal is further responsive to a temperature of the internal combustion engine.

4. A controller as claimed in claim 3, wherein the control signal is responsive to the temperature of the internal combustion engine as the temperature increases over a prescribed temperature range.

5. A controller as claimed in claim 1, wherein the control signal is further responsive to a value of driver demanded torque being the value of the torque demanded of the vehicle by the driver.

6. A controller as claimed in claim 1, the controller being configured to determine the control signal according to a proportional-integral-derivative (PID) control methodology.

7. A controller as claimed in claim 6, the controller being further configured to determine at least one of a proportional feedback parameter, an integral feedback parameter and a derivative feedback parameter of the PID control methodology in dependence on the amount of torque transfer provided by the clutch.

8. A controller as claimed in claim 6, the controller being further configured to determine at least one of a proportional feedback parameter, an integral feedback parameter and a derivative feedback parameter of the PID control methodology in dependence on at least one of a temperature of the internal combustion engine and a value of driver demanded torque.

9. A controller as claimed in claim 1, wherein the control signal is further responsive to a feedforward signal.

10. A controller as claimed in claim 9, the controller being configured to determine a feedforward parameter of the feedforward signal in dependence on at least one of the amount of torque transfer provided by the clutch, the speed of the internal combustion engine, a temperature of the internal combustion engine and a value of driver demanded torque.

11. A controller as claimed in claim 1, the controller being configured to determine the control signal according to a H-infinity control methodology.

12. A controller as claimed in claim 11, the controller being further configured to determine the control signal according to a H-infinity control methodology using different H-infinity control coefficients responsive to the amount of torque transfer provided by the clutch.

13. A controller as claimed in claim 12, further comprising a plurality of H-infinity controllers each H-infinity controller having a different set of H-infinity control coefficients, the controller being arranged to select a H-infinity controller responsive to the amount of torque transfer provided by the clutch.

14. A controller as claimed in claim 13, the controller being operable to blend an output of two or more of the H-infinity controllers as the H-infinity controller selected is changed responsive to the amount of torque transfer.

15. A controller as claimed in claim 11, the controller being configured to determine the control signal according to a H-infinity control methodology using different H-infinity control coefficients responsive to at least one of the speed of the internal combustion engine, a temperature of the internal combustion engine and a value of driver demanded torque.

16. A controller as claimed in claim 1, wherein the clutch is operable between the open condition and the closed condition responsive to a clutch pressure value being a value of pressure applied to the clutch, thereby to enable torque to be transmitted therebetween, wherein the amount of torque transfer provided by the clutch is determined by the controller to correspond to the clutch pressure value.

17. A controller as claimed in claim 16, wherein the clutch is hydraulically actuated and the clutch pressure value is determined by the controller so as to correspond to a pressure of hydraulic fluid applied to the clutch.

18. A controller as claimed in claim 16, wherein the clutch is electrically actuated, and the clutch pressure is determined by the controller to correspond to a pressure applied to the clutch by an electrical actuator.

19. A controller as claimed in claim 18, wherein the pressure applied by the electrical actuator is determined in dependence on a value of electrical drive current provided to the actuator.

25. A controller as claimed in claim 1, wherein the controller is operable to begin the transition from the first mode to the second mode when the speed of the engine becomes equal to the speed of the output portion of the clutch.

20. A hybrid electric vehicle comprising:

a controller;

an internal combustion engine and an electric machine operable to drive a driveline of the vehicle; and

a clutch that releasably couples the internal combustion engine to the driveline, wherein the clutch is operable between an open condition, in which the internal combustion engine is substantially disconnected from the driveline, and a closed condition in which the internal combustion engine is substantially connected to the driveline such that substantially all of the torque generated by the internal combustion engine is transmitted to the driveline;

wherein the controller is configured to control the vehicle to transition between a first mode, in which the clutch is in the open condition, and a second mode, in which the clutch is in the closed condition, and

wherein the controller is configured to provide, when a transition from the first mode to the second mode is required, a control signal to the internal combustion engine to control a speed thereof to achieve a target speed, wherein the target speed is greater than a speed of an output portion of the clutch, and wherein the control signal is responsive to the speed of the internal combustion engine and an amount of torque transfer provided by the clutch.

21. A vehicle as claimed in claim 20, wherein the clutch input portion is coupled to the internal combustion engine and the clutch output portion is coupled to the driveline.

22. A vehicle as claimed in claim 21, wherein the clutch output portion is coupled to the driveline via a transmission.

23. A vehicle as claimed in claim 22, wherein the clutch output portion is coupled to the driveline via the electric machine.

24. A vehicle as claimed in claim 23, wherein the clutch output portion is coupled to the transmission via the electric machine.

26. A vehicle as claimed in claim 20, wherein the control signal is responsive to the speed of the internal combustion engine and the amount of torque transfer provided by the clutch, the amount of torque transfer being the proportion of the torque applied by the internal combustion engine to the clutch that is transmitted to the driveline.

27. A vehicle as claimed in claim 20, wherein the control signal is responsive to the speed of the internal combustion engine and the amount of torque transfer provided by the clutch, the amount of torque transfer being the magnitude of the torque transmitted by the clutch to the driveline.

28. A vehicle as claimed in claim 20, wherein the target speed is greater than that of the clutch output portion by an amount responsive to at least one selected from amongst a value of driver demanded torque, a speed of rotation of the output portion of the clutch and a selected gear ratio between the internal combustion engine and one or more wheels of the vehicle.

29. A vehicle as claimed in claim 20, wherein the target speed is greater than that of the output portion of the clutch by an amount in the range of one selected from amongst from 0 to 1000 revolutions per minute (rpm), from 10 to 1000 rpm, from 0 to 500 rpm and from 10 to 500 rpm.

30. A method of controlling a hybrid vehicle during a transition from a first mode, in which an electric machine is coupled to a driveline and an internal combustion engine is decoupled from the driveline by a clutch, to a second mode, in which the internal combustion engine is coupled to the driveline by the clutch, wherein the clutch comprises an input portion coupled to the engine, and an output portion coupled to the electric machine, wherein the clutch is operable between an open condition, in which the internal combustion engine is substantially disconnected from the driveline, and a closed condition, in which the internal combustion engine is substantially connected to the driveline, the method comprising:

controlling the vehicle to transition between the first mode, in which the clutch is in the open condition and the internal combustion engine is substantially disconnected from the driveline, to the second mode, in which the clutch is in the closed condition and the internal combustion engine is substantially connected to the driveline; and

providing, when transition from the first mode to the second mode is required, a control signal to the internal combustion engine to control a speed thereof to achieve a target speed, wherein the target speed is greater than that of a speed of the output portion of the clutch, and wherein the control signal is responsive to the speed of the internal combustion engine and an amount of torque transfer provided by the clutch.

31. A method as claimed in claim 30, wherein the step of providing the control signal responsive to the speed of the internal combustion engine and the amount of torque transfer provided by the clutch is performed when it is required to connect the internal combustion engine to the driveline by the clutch.

32. A method as claimed in claim 30, wherein the transition from the first mode to the second mode begins when the speed of the internal combustion engine becomes equal to the speed of the output portion of the clutch.