Hybrid vehicle transmission shift management system and method

Patent metadata

Field	Value
Publication number	US-9718462-B2
Application number	US-201414152140-A
Country	US
Kind code	B2
Filing date	Jan 10, 2014
Priority date	Jan 10, 2014
Publication date	Aug 1, 2017
Grant date	Aug 1, 2017

Abstract

A vehicle is provided with a powertrain including a battery-powered electric motor, an internal combustion engine, a transmission, and a powertrain controller. The controller is programmed to permit an upshift of a transmission gear ratio while a powertrain torque demand is less than a forecasted available powertrain torque sustainable over a predetermined upcoming duration of time. The controller is also programmed to inhibit an upshift while the torque demand exceeds the forecasted available powertrain torque to reduce successive gear shifts. The controller may be further programmed to, in response to battery a state of charge being less than a threshold, reduce the forecasted available powertrain torque by an amount sufficient to provide a recharge to a battery. The controller may be further still programmed to reduce the forecasted available powertrain torque by an amount sufficient to restart the engine while the powertrain is operating in an engine-off traction mode.

First claim

What is claimed is:

1. A method of scheduling hybrid vehicle transmission gear shifts comprising:
receiving signals indicative of a driver torque demand and a vehicle speed;
receiving a signal indicative of energy available from a traction battery over an upcoming selectable duration of time that is specified by request during vehicle operation;
forecasting a maximum available powertrain torque that is sustainable over the selectable duration of time based on the driver torque demand, the vehicle speed, and the energy available from the traction battery;
comparing the forecasted maximum available powertrain torque to a schedule of a series of upshift thresholds; and
permitting an upshift command to a transmission in response to the driver torque demand while the forecasted maximum available powertrain torque exceeds the driver torque demand.

2. The method of claim 1 further comprising, in response to operating in an engine-off mode, reducing the forecasted maximum available powertrain torque by an amount sufficient to restart an engine.

3. The method of claim 1 wherein the energy available from the traction battery is a cumulative amount over the selectable duration of time, and further comprising subtracting energy associated with a vehicle electrical load from the cumulative amount.

4. The method of claim 1 further comprising, in response to a state of charge of the traction battery being less than a first threshold, reducing the forecasted maximum available powertrain torque by an amount sufficient to recharge the battery with a torque output from an engine.

5. The method of claim 1 further comprising storing a unique schedule of series of upshift thresholds for each of an engine-on mode and an engine-off mode.

6. The method of claim 1 wherein a single schedule of upshift thresholds accommodates both of an engine-on and an engine-off mode of operation, and in response to the driver torque demand exceeding an available motor torque while in engine-off mode, initiating a rapid restart of an engine to provide a powertrain torque assist.

7. A hybrid-electric vehicle comprising:
a powertrain including a battery-powered motor, an internal combustion engine, and a transmission; and
a controller programmed to permit an upshift command for the transmission in response to an acceleration demand while a forecasted available powertrain torque available over a selectable upcoming period of time, that is specified by request during vehicle operation, exceeds a stored upshift threshold to reduce an overall number of gear ratio shifts.

8. The vehicle of claim 7 wherein the forecasted available powertrain torque is based on at least one of a forecasted power available from a battery and a forecasted battery state of charge over the selectable upcoming period of time.

9. The vehicle of claim 7 wherein the controller is further programmed to, in response to a state of charge of a battery being less than a first threshold, reduce the forecasted available powertrain torque by an amount sufficient to provide a recharge to the battery.

10. The vehicle of claim 7 wherein the controller is further programmed to, in response to a state of charge of a battery being greater than a first threshold, increase the forecasted available powertrain torque by an amount of torque assist available from the motor, causing a discharge to the battery.

11. The vehicle of claim 7 wherein the controller is further programmed to reduce the forecasted available powertrain torque by an amount sufficient to restart the engine while the powertrain is operating in an engine-off traction mode.

12. The vehicle of claim 7 wherein a single schedule of upshift thresholds accommodates both engine-on and engine-off modes of operation, and in response to the acceleration demand exceeding an available torque from the motor while in an engine-off traction mode, initiating a rapid restart of the engine to provide a powertrain torque assist.

Assignees

• Ford Global Tech Llc

Inventors

• Yamazaki Mark Steven
• Dai Zhengyu
• Nedorezov Felix
• Johri Rajit
• Nefcy Bernard D
• Liang Wei
• Wang Xiaoyong

Classifications

• B60W10/06 Primary

  including control of combustion engines · CPC title

• B60W20/30 Primary

  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 title

• Y10S903/93

  Conjoint control of different elements · CPC title

• F16H61/16

  Inhibiting  {or initiating}  shift during unfavourable conditions  {, e.g. preventing forward-reverse shift at high vehicle speed, preventing engine overspeed}   (F16H61/18 takes precedence) · CPC title

• B60W10/11

  Stepped gearings · CPC title