Method and apparatus for controlling a powertrain system employing multiple torque generating devices

Patent metadata

Field	Value
Publication number	US-9694807-B2
Application number	US-201514694537-A
Country	US
Kind code	B2
Filing date	Apr 23, 2015
Priority date	Apr 23, 2015
Publication date	Jul 4, 2017
Grant date	Jul 4, 2017

Abstract

A powertrain system for a vehicle is described, and includes an internal combustion engine mechanically coupled to an electric machine to generate propulsion torque and electric power storable on an energy storage device. A method for controlling the powertrain system includes determining a first desired powertrain output power associated with a road load and determining a second desired powertrain output power associated with a feed-forward state-of-charge (SOC) for the energy storage device. The internal combustion engine and the electric machine are controlled responsive to the first and second desired powertrain output powers.

First claim

The invention claimed is:

1. A method for controlling a powertrain system for a vehicle that includes an internal combustion engine mechanically coupled to an electric machine to generate propulsion torque and electric power storable on an energy storage device, the method comprising:
determining a first desired powertrain output power associated with a road load;
determining a second desired powertrain output power associated with a feed-forward state-of-charge (SOC) for the energy storage device; and
controlling, by a controller, the internal combustion engine and the electric machine responsive to the first and second desired powertrain output powers; wherein determining the second desired powertrain output power associated with the feed-forward SOC for the energy storage device comprises:
determining a desired SOC ramp rate based upon vehicle speed and the road load;
determining a target desired SOC based upon an operator-selected charge mode;
determining a filtered target SOC based upon the desired SOC ramp rate and the target desired SOC, wherein the filtered target SOC is determined by averaging the target desired SOC and the desired SOC ramp rate over a period of time;
executing a time-rate derivative of the filtered target SOC; and
determining the second desired powertrain output power associated with the feed-forward SOC for the energy storage device based upon the time-rate derivative of the filtered target SOC.

2. The method of claim 1 , wherein determining the first desired powertrain output power associated with the road load comprises determining a powertrain output power associated with a driver torque request.

3. The method of claim 1 , wherein determining the desired SOC ramp rate based upon vehicle speed and the road load comprises determining an SOC ramp rate limited based upon a charging capacity of the battery and a maximum power output from the engine.

4. The method of claim 1 , wherein determining the target desired SOC based upon the selected charge mode comprises determining the target desired SOC based upon one of an operator-selected normal mode, sport mode, mountain mode, or hold mode.

5. The method of claim 1 , wherein controlling the internal combustion engine and the electric machine responsive to the first and second desired powertrain output powers further comprises:
determining a delta target SOC based upon a difference between the filtered target SOC and an actual SOC for the battery;
determining an effective output power based upon the feed-forward SOC for the energy storage device; and
determining a powertrain operating point based upon the delta target SOC, vehicle speed, and the effective output power.

6. A method for controlling a powertrain system that includes an internal combustion engine mechanically coupled to an electric machine to generate propulsion torque at a transmission output member and generate electric power storable on an energy storage device, the method comprising:
determining a first desired powertrain output power associated with a driver torque request;
determining a second desired powertrain output power associated with a feed-forward state-of-charge (SOC) for the energy storage device; and
controlling, by a controller, the internal combustion engine and the electric machine responsive to the first and second desired powertrain output powers;
wherein determining the second desired powertrain output power associated with the feed-forward SOC for the energy storage device includes:
determining a desired SOC ramp rate based upon a transmission output speed and the driver torque request,
determining a target desired SOC based upon an operator-selected charge mode;
determining a filtered target SOC based upon the desired SOC ramp rate and the target desired SOC, wherein the filtered target SOC is determined by averaging the target desired SOC and the desired SOC ramp rate over a period of time,
executing a time-rate derivative of the filtered target SOC, and
determining the second desired powertrain output power associated with the feed-forward SOC for the energy storage device based upon the time-rate derivative of the filtered target SOC.

7. The method of claim 6 , wherein determining the desired SOC ramp rate based upon vehicle speed and the driver torque request comprises determining an SOC ramp rate limited based upon a charging capacity of the battery and a maximum power output from the engine.

8. The method of claim 7 , wherein determining the target desired SOC based upon the selected charge mode comprises determining the target desired SOC based upon one of an operator-selected normal mode, sport mode, mountain mode, or hold mode.

9. The method of claim 7 , wherein controlling the internal combustion engine and the electric machine responsive to the first and second desired powertrain output powers further comprises:
determining a delta target SOC based upon a difference between the filtered target SOC and an actual SOC for the energy storage device;
determining an effective output power based upon the feed-forward SOC for the energy storage device; and
determining a powertrain operating point based upon the delta target SOC, transmission output speed, and the effective output power.

10. A powertrain system, comprising:
an internal combustion engine mechanically coupled to a transmission and an electric machine, wherein the electric machine is electrically coupled to an electrical energy storage device; and
a controller executing a control routine, the control routine operative to:
determine a first desired powertrain output power associated with a driver torque request;
determine a second desired powertrain output power associated with a feed-forward state-of-charge (SOC) for the energy storage device; and
control the internal combustion engine and the electric machine responsive to the first and second desired powertrain output powers, including the control routine operative to:
determine a filtered target SOC based upon the desired SOC ramp rate and the target desired SOC, wherein the filtered target SOC is determined by averaging the target desired SOC and the desired SOC ramp rate over a period of time;
determine a delta target SOC based upon a difference between the filtered target SOC and an actual SOC for the electrical enemy storage device;
determine an effective output power based upon the feed-forward SOC for the energy storage device; and
determine a powertrain operating point based upon the delta target SOC, a transmission output speed, and the effective output power.

Assignees

• Gm Global Tech Operations Llc

Inventors

• Shepley Luke David
• Heap Anthony H
• Piper Eric
• Kim Kee Yong

Classifications

• B60W2540/00

  Input parameters relating to occupants · CPC title

• B60W10/06 Primary

  including control of combustion engines · CPC title

• B60W20/13 Primary

  in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion · CPC title

• B60W2710/086

  Power · CPC title

• B60W2510/244

  Charge state · CPC title