DE102013207828A1 - Method for controlling hybrid vehicle with traction motor, involves controlling traction motor torque to produce actual transmission input shaft rotational torque during gear box switching event reaches input shaft rotational torque - Google Patents

Abstract

The method involves connecting an engine (12) selectively with a traction motor (16) and a gear box (22) by a release clutch (20). A traction motor torque is controlled to produce an actual transmission input shaft rotational torque during a gear box switching event reaches an objective transmission input shaft rotational torque. An engine torque reserve is increased to a desired value if an available traction motor rotational torque is smaller than a desired transmission input shaft rotational torque-increase to reduce rotational torque troubles during the gear box switching event. The release clutch is on-coming clutch and off-going clutch.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims US Provisional Application No. 61 / 643,900 filed on May 7, 2012, the disclosure of which is incorporated herein in its entirety.

TECHNICAL AREA

The present disclosure relates to the shift control of a hybrid vehicle having an engine selectively connected to a traction motor and an automatic transmission.

GENERAL PRIOR ART

A multiple-ratio automatic transmission in a vehicle driveline uses a plurality of friction elements to automatically shift the transmission ratio. In general, these friction elements may be described as torque producing elements, although commonly referred to as clutches or brakes. The friction elements produced power flow paths from a torque source such as an internal combustion engine or a traction motor to vehicle traction wheels. During acceleration of the vehicle, the general speed ratio, which is the ratio of a transmission input shaft speed to a transmission output shaft speed, is reduced as the vehicle speed increases for a given accelerator pedal demand as the transmission upshifts through the various ratios.

In the case of a synchronous upshift, a first torque-producing element, referred to as an off-going clutch (OGC), is disengaged while a second torque-producing element, referred to as an on-coming clutch (OCC) is engaged to reduce a gear ratio and to change the torque flow path through the transmission. A typical upshift event is split into a prep stage, a torque phase and an inertia phase. During the preparation phase, the OCC is actuated to prepare for engagement while the OGC torque holding capacity is reduced as a step to disengage it. During the torque phase, which may be referred to as a torque transfer phase, the OGC torque is reduced to a value of zero or a non-significant value to prepare it for disengagement. At the same time, the OCC torque is increased from a non-significant value so that the engagement of the OCC is initiated according to a conventional upshift control strategy. The timing of OCC engagement and OGC disengagement results in a transient activation of two torque flow paths through the transmission, causing the torque output on the transmission output shaft to temporarily drop. This condition, which may be referred to as a "torque hole", occurs prior to disengagement of the OGC. A vehicle occupant may perceive a "torque hole" as an uncomfortable shake. When the OCC develops enough torque, the OGC is released, marking the end of the torque phase and the beginning of the inertia phase. During the inertia phase, the OCC torque is adjusted to reduce its slip speed to zero. When the OCC slip speed reaches zero, the shift event is completed.

Torque fill is the process by which the transmission control strategy attempts to reduce and / or eliminate the transmission output torque hole during an upshift event. Control strategies for reducing torque disturbances include increasing transmission input torque during the torque phase of the upshift. The increase in transmission input torque must be synchronized with the OCC and the OGC to give a consistent shift feel. Various techniques and / or strategies may be used to increase transmission input torque, such as throttle and spark timing of the engine. The throttle may be opened more than necessary to achieve driver demand torque, and the spark may be retarded to maintain the same engine torque. This strategy provides a torque reserve where the engine can rapidly provide more transmission input torque. However, there are several limitations associated with the application of this approach; For example, external conditions (eg, altitudes) may prevent the engine from generating the desired torque reserve, thereby reducing the overall effectiveness of the torque hole filling strategy. Therefore, there is a need to provide a robust and systematic means for reducing torque disturbances transmitted from the driveline to the vehicle body during an upshift event.

SUMMARY

A system and method for reducing torque disturbances during a shift event for a hybrid vehicle having an engine provided with a hybrid vehicle is provided Traction motor and an automatic transmission is selectively connected to control or balance a current transmission input shaft torque based on a measured transmission input torque by controlling a torque source such as a traction motor. Embodiments of this disclosure may be used in various shift control applications where an improvement in shift quality is desired.

In one embodiment, a hybrid vehicle includes an engine, a transmission having a transmission that defines a plurality of torque flow paths from an input shaft to an output shaft of the transmission, and a traction motor disposed between the engine and the transmission, the engine including the traction motor and the transmission is selectively connected by a clutch release. The hybrid vehicle also includes a controller configured to control a traction motor torque to cause a current transmission input shaft torque to reach a transmission input shaft target torque during a transmission shift event.

In another embodiment, a method of controlling a hybrid vehicle having a traction motor disposed between an engine and a transmission, wherein the engine is selectively connected to the traction motor and the transmission through a disconnect clutch, includes controlling the traction motor torque to cause a current transmission input shaft torque to reach a transmission input shaft target torque during a transmission shift event. The method also includes detecting a start of a torque phase of the transmission shift event and controlling a traction motor torque during a torque phase using a closed-loop control based on a measured transmission input shaft torque feedback. The method further includes increasing an engine torque reserve to a desired value when available traction motor torque is less than a desired transmission input shaft torque increase necessary to reduce a transmission output torque hole during the transmission shift event.

Embodiments according to the present disclosure provide several advantages. For example, various embodiments reduce torque disturbances transmitted from the driveline to the vehicle body such that unpleasant switch shifts perceived by drivers are reduced. Further, the use of the traction motor as a primary source of transmission input torque may have a positive effect on fuel economy and emissions by reducing the amount of torque reserve required to be generated by the engine.

The above advantages and other advantages and features of the present description will become more apparent from the following detailed description of the preferred embodiments taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Show it:

1A 12 is a schematic illustration of a transmission system for a hybrid vehicle that does not have a torque converter in accordance with embodiments of the present disclosure;

1B 1 is a schematic illustration of a transmission system for a hybrid vehicle having a torque converter in accordance with embodiments of the present disclosure;

2 FIG. 12 is a diagram of a synchronous upshift event according to a prior art upshift control method for a conventional transmission; FIG. and

3 5 is a flowchart illustrating a control sequence operation of an upshift control system and / or method according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

As needed, detailed embodiments of the claimed subject matter are disclosed herein; however, it should be understood that the disclosed embodiments are merely exemplary and can be embodied in various and alternative forms. Furthermore, the figures are not necessarily to scale; Some features may be enlarged or reduced to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be construed as limiting, but only as a representative basis for teaching a person skilled in the art various applications of embodiments of the claimed subject matter.

Vehicle manufacturers are improving powertrain and drive shaft systems for hybrid vehicles to meet the need for improved fuel economy and emissions. Such an improvement can be considered as a vehicle implementation with a modular hybrid transmission ( Modular Hybrid Transmission = MHT). In a MHT vehicle, a traction motor is disposed between an automatic transmission and a motor. The engine may be selectively connected to the traction motor and the automatic transmission via a clutch release. The disconnect clutch may allow the vehicle to operate in an electric-only mode with the traction motor acting as the primary power source (the engine is decoupled) in a hybrid mode in which both the traction motor and the engine are driving the vehicle, and / or be operated in a mode only with motor drive, in which the vehicle is driven only by the engine.

In relation to 1A and 1B is a schematic representation of an MHT 10 shown. An internal combustion engine 12 can be operational with a starter 14 be connected, to start the engine 12 is used when additional torque is needed. An electric machine 16 or traction motor can be with a drive shaft 18 operably connected and between the engine 12 and the transmission 22 or gearshift be arranged. The motor 12 can with the traction engine 16 and the transmission 22 through a disconnect clutch 20 be selectively connected. A torque coming from the engine 12 and the traction engine 16 can be transmitted through the drive shaft 18 to the gearbox 22 be transmitted, which is a torque for driving the wheels 24 provides.

As in 1A shown, a start-up clutch 26A between the gearbox 22 and the engine 12 and / or traction engine 16 be prepared to go through the gear 22 a torque to the wheels 24 leave. Similarly, as in 1B shown a torque converter 26B between the gearbox 22 and the engine 12 and / or traction engine 16 be prepared to go through the gear 22 a torque to the wheels 24 leave. Although the elimination of the torque converter is an advantage of the embodiment 1A The present disclosure is also in reducing vibration in systems with a torque converter 26B advantageous, as in the embodiment of 1B shown.

The vehicle can be a controller 27 such as a vehicle system controller (VSC) for controlling various vehicle systems and subsystems. The control 27 may include various types of computer readable storage media to implement volatile and / or persistent storage. The control 27 stands with one or more sensors 30 and actuators (not shown) in communication. The sensor or sensors ( 30 ) may be implemented by a torque sensor used to measure an input torque of the transmission 22 is arranged. The torque sensor 30 can be implemented by a strain gauge system, a piezoelectric load cell, or a magnetoelastic torque sensor, such as the U.S. Patent No. 6,266,054 ; 6,145,387 . 6,047,605 ; 6,553,847 and 6,490,934 described in more detail, the disclosures of which are incorporated herein by reference in their entirety. The magnetoelastic torque sensor enabled accurate measurements of torque applied to a rotating shaft without requiring physical contact between a magnetic flux sensing element and the shaft. It will be understood that the torque sensor 30 unlike in 1A and 1B can be arranged in response to a kinematic arrangement and sensor placement considerations for a particular transmission system to implement upshift control methods according to various embodiments of the present disclosure.

In one embodiment, the controller is 27 a VSC that has an engine control unit (ECU) 28 and a transmission control unit (TCU) 29 having. The ECU 28 is with the engine 12 for controlling the operation of the engine 12 electrically connected. The TCU 29 is with the traction engine 16 and the transmission 22 electrically connected and controls them. The ECU 28 and the TCU 29 According to one or more embodiments of the present disclosure, they are connected to each other and to other controllers (not shown) via a vehicle network via a common bus protocol (eg, CAN). Although the illustrated embodiment is the function of the VSC 27 for controlling the MHT powertrain as in two controls (ECU 28 and TCU 29 ), other embodiments of the hybrid vehicle may include a single VSC controller and / or any other combination of controllers to control the MHT powertrain.

The shifting of an automatic transmission is accompanied by the actuation and / or release of a plurality of friction elements (such as disc clutches, band brakes, etc.) that change the speed and torque relationships by changing transmission configurations. Friction elements may be actuated hydraulically, mechanically, or by other strategies using one or more associated actuators that may be connected to a microprocessor-based controller that implements a particular control strategy based on signals received from one or more sensors. A realizable combination of gearbox configurations determines a total number of gear ratio stages. Although various planetary and intermediate shaft gear configurations can be found in modern automatic transmissions, the basic principle of shifting kinematics is similar.

During a typical synchronous upshift event from a lower gear configuration to a higher gear configuration, both the gear ratio (defined as the input shaft speed / output shaft speed of the automatic transmission) and the torque ratio (defined as the output shaft torque / input shaft torque of the automatic transmission) become lower. During the upshift event, a friction element (referred to as an outgoing clutch (OGC)) connected to the lower gear configuration is disengaged while another friction element (referred to as an Incoming Clutch (OCC) connected to a higher gear configuration is engaged becomes.

In relation to 2 2 is a diagram of a synchronous upshift event in accordance with a conventional upshift method. The synchronous upshift event off 2 is divided into three phases: preparation phase 31 , Torque phase 32 and inertia phase 33 , The torque phase 32 is a period in which the torque capacity of the OGC is controlled to decrease to zero for disengaging. The preparation phase 31 is a period before the torque phase 32 , The inertia phase 33 is a period in which the OGC begins to grind, the torque phase 32 below. During the preparation phase 31 In preparation for their release, the torque capacity of the OGC is reduced, as in 34 represented by the hydraulic pressure (P _OGC ) 35 which is applied to their actor is reduced. However, the OGC retains sufficient torque capacity to keep it from grinding at that time, as in 36 shown. At the same time, the OCC hydraulic control pressure (P _OCC ) is added 37 increased without assuming significant torque capacity to actuate the OCC actuator to prepare it for engagement.

The torque phase 32 starts at an initial rise time (t _OCC ) 38 when the OCC torque capacity (T _OCC ) starts to increase. At the initial rise time, the OCC actuator may still have an oil film between clutch plates without detectable change in the P _OCC profile 39 Press out. This is because the OCC can generate significant torque through the viscous shearing force between the clutch plates, even before their actuator is fully actuated. As is known, this viscous torque is highly non-linear with respect to P _OCC due to a number of factors, such as friction characteristics of the clutch discs and transmission fluid, temperature, etc. Accordingly, it is difficult to accurately detect t _OCC based on the measurements of P _OCC . During the torque phase 32 T _{OGC is} further reduced without slippage 40 wherein the planetary gear is held in the lower gear configuration. However, the increasing T reduces _OCC 41 the net torque flow in the transmission assembly. Consequently, the output shaft torque (T _OS ) drops significantly during the torque phase and creates the so-called torque hole 42 , A large torque hole may be perceived by a vehicle occupant as an uncomfortable shake or a cumbersome powertrain performance.

The torque phase ends and then begins the inertia phase, in which the OGC at 43 begins to grind (OGC slip not shown in the figure). It should be noted that the OGC may be allowed to grind before T _OGC at 43 reaches zero when the load applied to _OGC exceeds its torque holding capacity T _OGC . During the inertia phase 33 the OGC slip speed increases while the OCC slip speed goes to zero 44 decreases. The engine speed drops 45 when the planetary gear configuration is changed. During the inertia phase 33 For _example , the output shaft torque is mainly affected by T _OCC . This causes the output shaft torque to quickly increase to the value 46 moved, the T _OCC 47 at the beginning of the inertial phase corresponds.

2 also provides a reduced engine torque (T _MOT ) 48 This is due to engine torque reduction by means of engine firing timing according to common practice in the conventional shift control method so that the OCC can engage within a target time without requiring excessive torque capacity. When the OCC completes the engagement or when its slip speed becomes zero 49 , the inertia phase ends 33 , The engine torque reduction is removed 50 and T _OS moves to the value 51 that is a certain engine torque value 52 equivalent.

In relation to 3 FIG. 10 is a flow chart illustrating the operation of a system or method for controlling a hybrid vehicle during a shift event according to various embodiments of the present disclosure. FIG. One of ordinary skill in the art will understand that the functions are in 3 by software and / or hardware depending on the particular application and implementation. The different functions can be in another than the in 3 Similarly, one or more steps or functions may, under certain operating conditions or in certain applications, be repeatedly executed, executed in parallel, and / or skipped, although this may be done not expressly shown. In one embodiment, the illustrated functions are implemented primarily by software, instructions, or code stored in a computer-readable storage device and executed by one or more microprocessor-based computers or controllers for controlling the operation of the vehicle.

Specifically initiated in 3 a powertrain control a switching event that defines the start of the preparation phase (ie setting i = 0) as in block 100 shown. The controller then prepares the OCC for engagement by increasing the hydraulic pressure (P _OCC ) for the OCC actuator, as in block 106 whereas the OGC torque capacity is reduced without loops, as in block 102 shown. The transmission input torque T _IN (t _i ) is then measured in the control time step i or at the time t _i , as in block 104 shown. The measured transmission input shaft torque values may be determined by various methods such as, but not limited to, an input shaft torque signal generated by an input shaft torque sensor. By controlling the actual transmission input torque, output shaft torque disturbances perceived by vehicle occupants may be eliminated or substantially reduced.

At block 108 and 110 the controller determines the end of the preparation phase and the beginning of the torque phase. The controller iterates the control loop starting at block 110 , as in 112 shown until the preparation phase ends and the torque phase begins. When the torque phase starts, the controller adjusts j = 0 and measures the current transmission input torque T _IN (t _j ) at the control time step j or at the time t _j as in view 116 shown. The controller then creates an input shaft target torque profile T _{IN_TARN} (T _j ) based on a desired output shaft torque _profile using a speed ratio (eg, input shaft speed / output shaft speed) as in _FIG 118 shown. After establishing the target input shaft torque profile, the controller calculates the difference between the actual and target input shaft torque (ΔT _IN (t _j )) at the control instant t _j , as in block 120 representing what the desired transmission input torque increase represents. The controller then calculates the input torque that the traction motor at the time step j, T _M (t _j ), as at 122 , and compares the available traction torque with the desired transmission input torque increase (ΔT _IN (t _j )), as at 124 shown.

The amount of transmission input torque that the traction motor may deliver in the desired time frame may be determined from a battery state of charge, current traction engine operating conditions, and traction engine performance details. If the available traction motor torque T _M (t _j ) equals or exceeds the desired transmission input torque increase (ΔT _IN (t _j )), then the controller adjusts the traction motor torque such that the difference between the actual and target input shaft torque (ΔT _IN (t _j )) is reduced as in 126 shown. If the available traction motor torque T _M (t _j ) is less than the desired transmission _input torque increase (ΔT _IN (t _j )), then the controller calculates a target engine torque _reserve T _{RES_ZIEL} (t _j ) based on the difference between the available traction motor torque T _M (t _j ) and the desired transmission input torque increase (ΔT _IN (t _j )), as at 128 shown. The controller further increases the current engine torque _reserve to the target engine torque _reserve T _{RES_ZIEL} (t _j ). The controller then adjusts engine torque and traction motor torque in a synchronized manner to reduce the difference between the actual and target input shaft torque (ΔT _IN (t _j )). At block 134 the controller determines the end of the torque phase. The controller iterates the control loop starting at block 134 , as in 136 shown until the torque phase or circuit ends.

Thus, embodiments of the present disclosure reduce torque disturbances transmitted from the powertrain to the vehicle body, thereby reducing driver perceived nasty switch shakes. The use of the measured transmission input shaft torque signal enables coordinated torque phasing and inertia phase control of the OCC, OGC and input torque source (s) in synchronized manner during shifting to improve shift quality and uniformity.

It will be understood that the invention is not limited to the precise shift control methods set forth and illustrated in this disclosure, but that various modifications can be made without departing from deviate from the spirit and scope of the invention. It will be appreciated that the invented method may be combined with a conventional shift control method for adjusting OCC clutch control parameters during the preparation phase by a closed loop, open loop, or adaptive scheme for compensating for torque disturbance reduction with desired shift quality and drivability goals.

Although embodiments have been described above, these embodiments are not intended to describe all possible forms of the invention. Rather, the terms used in the specification are descriptive and non-limiting terms, it being understood that various changes may be made without departing from the spirit and scope of the disclosure. Additionally, the features of the various embodiments may be combined to form further embodiments of the disclosure. While the best mode for carrying out the invention has been described in detail, those skilled in the art will recognize various alternative configurations and embodiments within the scope of the following claims. While various embodiments have been described as advantageous or preferred over other embodiments with respect to one or more desired characteristics, those skilled in the art will recognize that one or more characteristics may be compromised to achieve desired system attributes depending on the particular application and implementation. These attributes include, without limitation: cost, strength, durability, life-cycle cost, marketability, appearance, packaging, size, utility, weight, manufacturability, ease of assembly, etc. The embodiments described herein are less desirable than one or more properties other embodiments or implementations of the prior art are not outside the scope of the disclosure and may be desirable for certain applications.

• A. Verfahren zum Steuern eines Hybridfahrzeugs mit einem Traktionsmotor, der zwischen einem Motor und einem Getriebe angeordnet ist, wobei der Motor mit dem Traktionsmotor und dem Getriebe durch eine Ausrückkupplung selektiv verbunden ist, umfassend: Steuern eines Traktionsmotordrehmoments, um zu bewirken, dass ein tatsächliches Getriebeeingangswellen-Drehmoment während eines Getriebeschaltereignisses ein Ziel-Getriebeeingangswellen-Drehmoment erreicht.
• B. Verfahren nach A, ferner umfassend: Steuern eines Traktionsmotordrehmoments während einer Drehmomentphase des Getriebeschaltereignisses unter Verwendung einer Steuerung mit geschlossenem Regelkreis, die auf einer gemessenen Getriebeeingangswellen-Drehmoment-Rückmeldung basiert.
• C. Verfahren nach A, ferner umfassend: Erhöhen einer Motordrehmomentreserve auf einen gewünschten Wert, wenn ein verfügbares Traktionsmotordrehmoment geringer als eine gewünschte Getriebeeingangswellen-Drehmomenterhöhung ist, um Drehmomentstörungen während des Getriebeschaltereignisses zu verringern.
• D. Verfahren nach C, wobei die gewünschte Getriebeeingangswellen-Drehmomenterhöhung auf einer Differenz zwischen dem tatsächlichen Getriebeeingangswellen-Drehmoment und dem Ziel-Getriebeeingangswellen-Drehmoment basiert.
• E. Verfahren nach C, wobei der gewünschte Wert der Motordrehmomentreserve auf einer Differenz zwischen einem verfügbaren Traktionsmotordrehmoment und der gewünschten Getriebeeingangswellen-Drehmomenterhöhung basiert.
• F. Verfahren nach C, wobei ein verfügbares Traktionsmotordrehmoment auf einem gemessenen Batterieladezustand und gegenwärtigen Betriebsbedingungen des Traktionsmotors basiert.
• G. Verfahren nach C, ferner umfassend: Koordinieren der Steuerung eines Motordrehmoments und eines Traktionsmotordrehmoments in synchronisierter Weise, um zu bewirken, dass das tatsächliche Getriebeeingangswellen-Drehmoment das Ziel-Getriebeeingangswellen-Drehmoment erreicht, wenn ein verfügbares Traktionsmotordrehmoment geringer als die gewünschte Getriebeeingangswellen-Drehmomenterhöhung ist.
• H. Verfahren nach A, wobei das tatsächliche Getriebeeingangswellen-Drehmoment aus einem Eingabedrehmomentsignal gemessen wird, das von einem Drehmomentsensor erzeugt wird.
• I. Verfahren nach A, ferner umfassend: Erhöhen eines Hydraulikdrucks einer ankommenden Kupplung (On-Coming Clutch = OCC) während einer Vorbereitungsphase des Getriebeschaltereignisses, um die Einkupplung der OCC vorzubereiten; Reduzieren der Drehmomentskapazität einer abgehenden Kupplung (Off-Going Clutch = OGC) während der Vorbereitungsphase, um die Auskupplung der OGC vorzubereiten; und Synchronisieren der Steuerung eines Traktionsmotordrehmoments, der OCC und der OGC während einer Drehmomentphase des Getriebeschaltereignisses.
• J. Verfahren nach A, wobei das Ziel-Getriebeeingangswellen-Drehmoment auf einem gewünschten Ausgangswellendrehmomentprofil basiert.
• K. Hybridfahrzeug, umfassend: einen Motor; ein Getriebe mit einem Übersetzungsgetriebe, das mehrere Drehmomentdurchflusswege von einer Eingangswelle zu einer Ausgangswelle des Getriebes definiert; einen Traktionsmotor, der zwischen dem Motor und dem Getriebe angeordnet ist, wobei der Motor mit dem Traktionsmotor und dem Getriebe durch eine Ausrückkupplung selektiv verbunden ist; und eine Steuerung, die zum Steuern eines Traktionsmotordrehmoments, um zu bewirken, dass ein tatsächliches Getriebeeingangswellen-Drehmoment während eines Getriebeschaltereignisses ein Ziel-Getriebeeingangswellen-Drehmoment erreicht, konfiguriert ist.
• L. Hybridfahrzeug nach K, wobei die Steuerung ferner zum Erkennen eines Starts einer Drehmomentphase des Getriebeschaltereignisses und Steuern eines Traktionsmotordrehmoments während der Drehmomentphase unter Verwendung einer Steuerung mit geschlossenem Regelkreis, die auf einer gemessenen Getriebeeingangswellen-Drehmomentrückmeldung basiert, konfiguriert ist.
• M. Hybridfahrzeug nach K, wobei die Steuerung ferner zum Erhöhen einer Motordrehmomentreserve auf einen gewünschten Wert, wenn ein verfügbares Traktionsmotordrehmoment geringer als eine gewünschte Getriebeeingangswellen-Drehmomenterhöhung ist, die zum Verringern von Drehmomentstörungen während des Getriebeschaltereignisses notwendig ist, konfiguriert ist.
• N. Hybridfahrzeug nach M, wobei die gewünschte Getriebeeingangswellen-Drehmomenterhöhung auf einer Differenz zwischen dem gegenwärtigen Getriebeeingangswellen-Drehmoment und dem Ziel-Getriebeeingangswellen-Drehmoment basiert.
• O. Hybridfahrzeug nach M, wobei der gewünschte Wert der Motordrehmomentreserve auf einer Differenz zwischen einem verfügbaren Traktionsmotordrehmoment und der gewünschten Getriebeeingangswellen-Drehmomenterhöhung basiert.
• P. Hybridfahrzeug nach M, wobei ein verfügbares Traktionsmotordrehmoment auf einem gemessenen Batterieladezustand und gegenwärtigen Betriebsbedingungen des Traktionsmotors basiert.
• Q. Hybridfahrzeug nach M, wobei die Steuerung ferner zum Koordinieren des Steuerns eines Motordrehmoments und eines Traktionsmotordrehmoments in synchronisierter Weise, um zu bewirken, dass das tatsächliche Getriebeeingangswellen-Drehmoment das Ziel-Getriebeeingangswellen--Drehmoment erreicht, wenn ein verfügbares Traktionsmotordrehmoment geringer als die gewünschte Getriebeeingangswellen-Drehmomenterhöhung ist, konfiguriert ist.
• R. Hybridfahrzeug nach K, wobei das tatsächliche Getriebeeingangswellen-Drehmoment aus einem Eingabedrehmomentsignal gemessen wird, das von einem Drehmomentsensor erzeugt wird, der mit der Eingangswelle des Getriebes verbunden ist.
• S. Hybridfahrzeug nach K, wobei die Steuerung ferner zum Erhöhen eines Hydraulikdrucks einer ankommenden Kupplung (OCC) während einer Vorbereitungsphase des Getriebeschaltereignisses, um die Einkupplung der OCC vorzubereiten, zum Verringern der Drehmomentkapazität einer abgehenden Kupplung (OGC) während der Vorbereitungsphase, um die Auskupplung der OGC vorzubereiten, und zum Synchronisieren der Steuerung des Traktionsmotordrehmoments, der OCC und der OGC während einer Drehmomentphase des Getriebeschaltereignisses konfiguriert ist.
• T. Hybridfahrzeug nach K, wobei das Ziel-Getriebeeingangswellen-Drehmoment auf einem gewünschten Ausgangswellendrehmomentprofil basiert.

General are described:

• A. A method of controlling a hybrid vehicle having a traction motor disposed between an engine and a transmission, wherein the engine is selectively connected to the traction motor and the transmission through a disconnect clutch, comprising: controlling a traction motor torque to cause a traction motor torque Transmission input shaft torque during a gear shift event reaches a target transmission input shaft torque.
• B. A method further comprising: controlling a traction motor torque during a torque phase of the transmission shift event using a closed loop control based on a measured transmission input torque feedback.
• C. The method of A, further comprising: increasing an engine torque reserve to a desired value when available traction motor torque is less than a desired transmission input torque torque increase to reduce torque disturbances during the transmission shift event.
• D. The method of C, wherein the desired transmission input torque torque increase is based on a difference between the actual transmission input shaft torque and the target transmission input torque.
• E. A method of C, wherein the desired value of engine torque reserve is based on a difference between available traction motor torque and the desired transmission input torque torque increase.
• F. A method according to C, wherein available traction motor torque is based on a measured battery state of charge and current operating conditions of the traction motor.
• G. The method of C, further comprising: coordinating control of engine torque and traction motor torque in a synchronized manner to cause the actual transmission input shaft torque to reach the target transmission input torque when an available traction engine torque is less than the desired transmission input torque torque increase is.
• H. A method according to A, wherein the actual transmission input shaft torque is measured from an input torque signal generated by a torque sensor.
• I. The method of A, further comprising: increasing an on-coming clutch hydraulic pressure (OCC) during a gear shift event preparation phase to prepare for engagement of the OCC; Reducing the torque capacity of an outgoing clutch (OGC) during the preparation phase to prepare for disengagement of the OGC; and synchronizing the control of a traction motor torque, the OCC and the OGC during a torque phase of the transmission shift event.
• J. The method of A, wherein the target transmission input shaft torque is based on a desired output shaft torque profile.
• K. Hybrid vehicle comprising: an engine; a transmission having a transmission gear defining a plurality of torque flow paths from an input shaft to an output shaft of the transmission; a traction motor disposed between the engine and the transmission, the engine being selectively connected to the traction motor and the transmission through a disengagement clutch; and a controller configured to control a traction motor torque to cause an actual transmission input shaft torque to reach a target transmission input shaft torque during a transmission shift event.
• A hybrid vehicle of K, wherein the controller is further configured to detect a start of a torque phase of the transmission shift event and control a traction motor torque during the torque phase using a closed loop control based on a measured transmission input shaft torque feedback.
• The hybrid vehicle of claim 1, wherein the controller is further configured to increase engine torque reserve to a desired value when available traction motor torque is less than a desired transmission input torque torque boost necessary to reduce torque disturbances during the transmission shift event.
• A hybrid vehicle of M, wherein the desired transmission input torque torque boost is based on a difference between the current transmission input torque and the target transmission input torque.
• O. A hybrid vehicle of M, wherein the desired value of engine torque reserve is based on a difference between available traction motor torque and the desired transmission input torque torque increase.
• A hybrid vehicle of M, wherein available traction motor torque is based on a measured battery state of charge and current operating conditions of the traction motor.
• Q. The hybrid vehicle of claim 1, further comprising the controller for coordinating the control of engine torque and traction motor torque in synchronized manner to cause the actual transmission input shaft torque to reach the target transmission input torque when an available traction engine torque is less than the desired one Transmission input torque torque increase is configured.
• R. Hybrid vehicle according to K, wherein the actual transmission input shaft torque is measured from an input torque signal which is generated by a torque sensor which is connected to the input shaft of the transmission.
• S. A hybrid vehicle of K, wherein the controller is further configured to increase an incoming clutch hydraulic pressure (OCC) during a preparation phase of the transmission shift event to prepare the engagement of the OCC to reduce the torque capacity of an outgoing clutch (OGC) during the preparation phase to disengage to prepare the OGC and to synchronize traction motor torque control, OCC and OGC during a torque phase of the transmission shift event.
• T. A hybrid vehicle of K, wherein the target transmission input shaft torque is based on a desired output shaft torque profile.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• US 6266054 [0020]
• US 6145387 [0020]
• US 6047605 [0020]
• US 6553847 [0020]
• US 6490934 [0020]

Claims (10)

A method of controlling a hybrid vehicle having a traction motor disposed between an engine and a transmission, the engine being selectively connected to the traction motor and the transmission through a release clutch, comprising: Controlling a traction motor torque to cause an actual transmission input shaft torque during a transmission shift event to reach a target transmission input shaft torque. The method of claim 1, further comprising: Controlling a traction motor torque during a torque phase of the transmission shift event using a closed loop control based on a measured transmission input shaft torque feedback. The method of claim 1, further comprising: Increasing an engine torque reserve to a desired value when available traction motor torque is less than a desired transmission input torque torque increase to reduce torque disturbances during the transmission shift event. The method of claim 3, wherein the desired transmission input torque torque increase is based on a difference between the actual transmission input shaft torque and the target transmission input torque. The method of claim 3, wherein the desired value of the engine torque reserve is based on a difference between an available traction engine torque and the desired transmission input torque torque increase. The method of claim 3, wherein an available traction motor torque is based on a measured battery state of charge and current operating conditions of the traction motor. The method of claim 3, further comprising: Coordinating control of engine torque and traction motor torque in synchronized manner to cause the actual transmission input shaft torque to reach the target transmission input torque when an available traction motor torque is less than the desired transmission input torque torque increase. The method of claim 1, wherein the actual transmission input shaft torque is measured from an input torque signal generated by a torque sensor. The method of claim 1, further comprising: Increasing an on-coming clutch hydraulic pressure (OCC) during a gear shift event preparation phase to prepare for engagement of the OCC; Reducing the torque capacity of an outgoing clutch (OGC) during the preparation phase to prepare for disengagement of the OGC; and Synchronizing the control of a traction motor torque, the OCC and the OGC during a torque phase of the transmission shift event. The method of claim 1, wherein the target transmission input shaft torque is based on a desired output shaft torque profile.

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