DE102017125499A1 - METHOD AND SYSTEMS FOR ADJUSTING COUPLINGS OF A VEHICLE GEARBOX - Google Patents

Abstract

Methods and systems for controlling a clutch capacity in a hybrid electric vehicle are provided. In one example, a method includes setting values of a transfer function of a clutch of a dual-clutch transmission in response to an operating condition of an engine and / or an operating condition of an integrated starter / generator coupled to the engine while a vehicle is being driven by an electric machine, which is coupled to the dual-clutch transmission, and maintaining a driver's demand torque to vehicle wheels by adjusting a torque of the electric machine in response to the operating condition of the engine and / or the operating condition of the integrated starter / generator. In this way, the method may exert pressure on one of the clutches, with the engine speed being independently controlled to maintain positive or negative slip, thereby enabling adjustment of the positive and negative clutch transfer functions, which may improve powertrain operation and shift quality.

Description

area

The present description relates generally to methods and systems for controlling a clutch capacity. The methods and systems may be particularly useful for hybrid vehicles incorporating a dual clutch transmission.

General State of the Art / Abstract

A hybrid vehicle may be powered by a motor and an electric machine. In some examples, such a hybrid vehicle may additionally include a dual clutch transmission that may utilize two separate odd and even gear set clutches. For any dual clutch transmission (DCT), the ability to precisely apply clutch capacity is critical to ride performance and shift quality. For example, for a hybrid powertrain having a clutch or clutches to connect to and disconnect from an engine, it is important to be able to easily and quickly restart the engine and connect a disconnect clutch when the use of the engine is requested, requested torque, and requested To provide acceleration. Variability between components and a change over time are critical confounders in clutch capacity control and estimation.

While there are examples of controlling dual clutch transmissions to find ways of adjusting the coupling during transient operation involving non-intrusive methods, in such methods the clutch is adjusted while the clutch transmits positive torque to the wheels. However, clutch adjustment in terms of both positive and negative slip or torque, as well as negative torque, is important for consistent operation and consistent shift quality. Accordingly, there may be a need to improve clutch control methods, particularly for hybrid vehicles incorporating a dual clutch transmission.

The inventors of the present invention have recognized these problems and developed systems and methods to at least partially solve them. In one example, a power transmission operating method includes setting values of a transfer function of a clutch of a dual-clutch transmission in response to an operating condition of an engine and / or an operating condition of an integrated starter / generator coupled to the engine while a vehicle is being driven by an electric machine. which is coupled to the dual-clutch transmission; and maintaining a driver's demand torque on vehicle wheels by adjusting a torque of the electric machine in response to the operating condition of the engine and / or the operating condition of the integrated starter / generator.

In one example of the method, the operating condition is a torque output or current input, and wherein the electric machine supplies the wheel torque to the driver's demand. In such an example, the method may further include actuating the clutch based on the adjusted values of the transfer function.

In this way, a vehicle such as that described above may be controlled such that an engine speed may be controlled independently of the wheel speed or input shaft speed. In such a mode, the system may apply pressure to one of the clutches, with the engine speed independently controlled to maintain positive or negative slip, thereby enabling adjustment of the positive and negative clutch transfer functions.

The present description can provide several advantages. For example, the approach can improve the efficiency of power transmission. Further, the approach can improve the drivability of a vehicle by improving the clutch control for connecting and disconnecting the engine to and from the transmission. For example, the approach can provide consistent power transmission operation and consistent shift quality.

The foregoing advantages as well as other advantages and features of the present description will be readily apparent from the following detailed description when taken alone or in conjunction with the accompanying drawings.

It should be understood that the foregoing summary is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is defined solely in the claims which follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that mitigate disadvantages noted above or in any part of this disclosure.

list of figures

• 1A is a schematic representation of a power transmission of a hybrid vehicle;
• 1B is a sketch of a motor of the power transmission of the hybrid vehicle;
• 2 Fig. 10 is a schematic diagram of a fuel vapor control system for a hybrid vehicle;
• 3 Figure 11 is a schematic diagram of the power train of the hybrid vehicle including controls for various power transmission components;
• 4 is a schematic representation of a dual-clutch transmission, which is located in the power train of the hybrid vehicle;
• 5 FIG. 10 is a flowchart of a method of engaging a dual-clutch transmission in a park state; FIG.
• 6 Fig. 10 is a simulated sequence for engaging a dual clutch transmission in a park state;
• 7 FIG. 10 is a flowchart of a method of operating a parking lock pawl of a dual clutch transmission; FIG.
• 8th is a simulated sequence for engaging and disengaging a parking pawl of a dual clutch transmission;
• 9 FIG. 10 is a flowchart of a method for controlling hybrid power transmission in response to vehicle stability; FIG.
• 10 FIG. 10 is a simulated sequence for operating hybrid power transmission in response to vehicle stability; FIG.
• 11 and 12 FIG. 4 are flowcharts for a method of adjusting clutches of a dual-clutch transmission that are operated in a power train of a hybrid vehicle; FIG.
• 13 Fig. 10 is a block diagram showing how a clutch is engaged or disengaged;
• 14A and 14B are simulated sequences for adjusting clutches of a dual-clutch transmission of a power transmission of a hybrid vehicle;
• 15 FIG. 10 is a flow chart of a method of shifting a dual-clutch transmission of a hybrid vehicle; FIG.
• 16A - 16D FIG. 15 are block diagrams of ways of determining a balance torque for shifting a dual-clutch transmission of a hybrid vehicle while an engine is stopped and does not burn air and fuel; FIG.
• 17A and 17B are simulated sequences for shifting a dual-clutch transmission of a hybrid vehicle;
• 18A and 18B 10 is a flowchart of a method for starting an engine and engaging the engine with a dual-clutch transmission; and
• 19A and 19B are simulated engine start sequences.

Detailed description

The following description relates to systems and methods for operating a power train of a hybrid vehicle. 1A - 4 show an exemplary hybrid vehicle system including power transmission with a drive motor, an integrated starter / generator, a dual clutch transmission, and an electric machine disposed downstream of the dual clutch transmission. 5 - 8th describe and demonstrate the operation of ways to engage the dual clutch transmission in a parked state bring or solve this. 9 and 10 describe ways of controlling the power transmission of the hybrid vehicle, which can improve vehicle stability. Clutches of the dual-clutch transmission can during shifting of the dual-clutch transmission as in 11 - 17B be set and used described. An engine of a hybrid vehicle may be as in 18A - 19B described be started and engaged with other components of the power transmission of the hybrid vehicle.

1A illustrates an exemplary vehicle drive system 100 for a vehicle 121 , The vehicle drive system 100 includes at least two power sources, one internal combustion engine 110 and an electric machine 120 include. The electric machine 120 may be configured to use or consume a different source of energy than the engine 110 , For example, the engine can 110 consuming a liquid fuel (eg, gasoline) to produce engine power while the electric machine 120 can consume electrical energy to produce a power of the electric machine. Thus, a vehicle with the drive system 100 as a hybrid electric vehicle (HEV). In the description of 1A For example, mechanical connections between various components are illustrated as solid lines, while electrical connections between various components are illustrated as dashed lines.

The vehicle drive system 100 has a front axle (not shown) and a rear axle 122 on. In some examples, the rear axle may include two half-waves, for example a first half-wave 122a and a second half-wave 122b , The vehicle drive system 100 also has front wheels 130 and rear wheels 131 on. The rear axle 122 is to the electric machine 120 and a gearbox 125 coupled, over which the rear axle 122 can be driven. The rear axle 122 can be either purely electric and exclusively via the electric machine 120 (eg all-electric drive or drive mode, engine does not burn air and fuel and does not spin) in hybrid mode via the electric machine 120 and the engine 110 (eg parallel mode) or exclusively via the motor 110 (For example, purely motor-driven drive mode) are driven in a pure combustion engine-driven way. A rear-wheel drive unit 136 can power from the engine 110 or the electric machine 120 to the axis 122 transferred, causing a rotation of the drive wheels 131 is caused. The rear-wheel drive unit 136 may include a gear set and one or more clutches to the transmission 125 and the electric machine 120 from the wheels 131 to decouple.

A gearbox 125 is in 1A as between the engine 110 and the electric machine 120 Connected illustrates which of the rear axle 122 is assigned. In one example, the transmission is 125 a Dual Clutch Transmission (DCT). In an example where the gearbox 125 is a DCT, the DCT can be a first clutch 126 , a second clutch 127 and a gear box 128 include. The DCT 125 gives a torque to a drive shaft 129 off to the torque of the wheels 131 supply. As described below 3 The gearbox can be discussed in more detail 125 Gears through selective opening and closing of the first clutch 126 and the second clutch 127 turn.

The electric machine 120 can generate electrical power from an onboard power storage device 132 receive. Furthermore, the electric machine 120 provide a generator function to convert engine power or vehicle kinetic energy into electrical energy, wherein the electrical energy in the energy storage device 132 for later use by the electric machine 120 or a built-in starter / generator 142 can be stored. A first inverter system controller (ISC1) 134 may generate alternating current generated by the electric machine 120 for storage in the energy storage device 132 convert to DC and vice versa.

In some examples, the energy storage device 132 configured to store electrical energy that can be supplied to other electrical loads located on board the vehicle (excluding the drive motor), including cabin heater and air conditioning, engine starting, headlights, cabin audio and video systems, etc. As a non-limiting example, the energy storage device 132 include one or more batteries and / or capacitors.

A tax system 14 can with one or more of the engine 110 , the electric machine 120 , the energy storage device 132 , the integrated Starter / generator 142 , the transmission 125 etc. communicate. The tax system 14 can provide sensory feedback information from one or more of the engine 110 , the electric machine 120 , the energy storage device 132 , the integrated starter / generator 142 , the transmission 125 etc. received. Furthermore, the control system 14 in response to this sensory feedback, control signals to one or more of the engine 110 , the electric machine 120 , the energy storage device 132 , the transmission 125 etc. send. The tax system 14 For example, an indication of an operator requested output of the vehicle drive system may be from a human operator 102 or an autonomous controller. For example, the tax system 14 a sensory feedback from a pedal position sensor 194 received that with a pedal 192 communicated. The pedal 192 can refer to a gas pedal schematically. Similarly, the tax system 14 about a human driver 102 or an autonomous controller receives an indication of vehicle braking requested by the vehicle operator. For example, the control system 14 a sensory feedback from the pedal position sensor 157 received that with a brake pedal 156 communicated.

The energy storage device 132 can periodically receive electrical energy from a power source 180 (eg, a stationary power grid) that is outside the vehicle (eg, not part of the vehicle), indicated by an arrow 184 is displayed. As a non-limiting example, the vehicle drive system 100 be configured as a plug-in hybrid electric vehicle (HEV), wherein electrical energy of the energy storage device 132 via a transmission cable for electrical energy 182 from the power source 180 can be supplied. In a recharging operation of the energy storage device 132 from the power source 180 can the electrical transmission cable 182 the energy storage device 132 and the power source 180 couple electrically. In some examples, the power source may be 180 at an inlet port 150 be connected. Further, in some examples, a charge status indicator 151 a charge status of the energy storage device 132 Show.

In some examples, electrical energy may be from the power source 180 through a charger 152 be received. For example, the charger 152 AC power from the power source 180 in direct current (DC) for storage in the energy storage device 132 convert. Furthermore, a DC-DC converter 153 a DC power source from the charger 152 from one voltage to another voltage. In other words, the DC-DC converter 153 act as a kind of electrical power converter.

While the vehicle propulsion system is operating to propel the vehicle, the electrical transmission cable 182 between the power source 180 and the energy storage device 132 be separated. The tax system 14 For example, the amount of electrical energy stored in the energy storage device, which may be referred to as the state of charge (SOC), may be identified and / or controlled.

In other examples, the electrical transmission cable 182 be omitted, wherein electrical energy to the energy storage device 150 wirelessly from the power source 180 can be received. For example, the energy storage device 150 electrical energy from the power source 180 received via one or more of electromagnetic induction, radio waves and electromagnetic resonance. Accordingly, it should be understood that any suitable approach to recharging the energy storage device 132 can be used by a power source that is not part of the vehicle. In this way, the electric machine 120 driving the vehicle by using a different source of energy than the fuel coming from the engine 110 is used.

The storage device for electrical energy 132 includes a control of the electric energy storage device 139 and a power distribution module 138 , The control of the electric energy storage device 139 can charge balance between an energy storage element (eg, battery cells) and communicate with other vehicle controls (eg, a controller 12 ) provide. The power distribution module 138 controls power flow into and out of the electrical energy storage device 132 ,

The vehicle drive system 100 may also include an ambient temperature / humidity sensor 198 and sensors associated with the occupancy status of the vehicle, for example on-board cameras 105 , Seat load cells 107 and door detection technology 108 , The vehicle system 100 can also inertial sensors 199 include. The inertial sensors 199 may include one or more of the following: longitudinal acceleration, lateral acceleration, upward acceleration, yaw angle, roll angle, and pitch angle sensors (eg, accelerometers). Yaw, pitch, roll, lateral acceleration and longitudinal acceleration axes are as indicated. As an example, the inertial sensors 199 be coupled to the restraint control module (RCM) (not shown) of the vehicle, where the RCM is a subsystem of the control system 14 includes. The control system may adjust engine power and / or wheel brakes to improve vehicle stability in response to the sensor (s). 199 to increase. In another example, the control system may respond in response to an input from the inertial sensors 199 an active suspension system 111 to adjust. The active suspension system 111 For example, an active suspension system including hydraulic, electrical, and / or mechanical devices may include active suspension systems where the vehicle height is determined based on the individual corners (eg, independently steered vehicle heights for four corners) based on each axis (e.g. B. vehicle height for front and rear axle) or a single vehicle height for the entire vehicle is controlled. Data from the inertial sensor 199 can also contact the controller 12 can be communicated or alternatively the sensors 199 electrically to the controller 12 be coupled.

One or more tire pressure monitoring (TPMS) sensors may be coupled to one or more tires of wheels of the vehicle. For example, shows 1A a tire pressure sensor 197 who's on a bike 131 coupled and configured to a pressure in a tire of a wheel 131 to monitor. While not explicitly illustrated, it is understood that each of the in 1A four tires indicated one or more tire pressure sensors 197 may include. Furthermore, the vehicle drive system 100 in some examples, a pneumatic control unit 123 include. The pneumatic control unit may obtain information related to the tire pressure from the tire pressure sensor (s). 197 receive and the tire pressure information to the control system 14 send. The tax system 14 can the pneumatic control unit 123 on the basis of the tire pressure information, command to inflate (or fill) air of a tire of the vehicle wheels. While not explicitly illustrated, it will be understood that the pneumatic control unit 123 can be used to fill tires with air or vent air to any of them 1A illustrated four wheels are assigned. For example, the control system 14 the pneumatic control system unit 123 in response to an indication of decreased tire pressure, command to inflate one or more tires. Alternatively, the control system 14 the pneumatic control system unit 123 In response to an indication of increased tire pressure, command to release air from one or more tires. In both examples, the pneumatic control system unit 123 can be used to fill tires with air for optimum tire pressure rating for the tires or to vent air therefrom, which can extend the life of the tires.

One or more wheel speed sensors (WWS) 195 may be attached to one or more wheels of the vehicle drive system 100 be coupled. The wheel speed sensors can detect a rotational speed of each wheel. Such an example of a WWS may include a permanent magnet sensor.

The vehicle drive system 100 can also use an accelerometer 20 include. The vehicle drive system 100 can also be an inclinometer 21 include.

The vehicle drive system 100 may also have a starter 140 include. The ignition 140 can include an electric motor, a hydraulic motor, etc., and can be used to power the engine 110 to turn to a motor operation 110 to initiate by own power.

The vehicle drive system 100 may further include a Brake System Control Module (BSCM) 141. In some examples, the BSCM 141 an antilock brake system or antiskid brake system so that wheels (eg, 130, 131) remain in train contact with the road surface during driver braking during braking, thus preventing the wheels from locking to prevent skidding. In some examples, the BSCM may be input from the wheel speed sensors 195 receive. The vehicle drive system 100 may also include a belt integrated starter generator (BISG) 142. The BISG can generate electrical power when the engine is running 110 is in operation, wherein the generated electrical power may be used to power electrical devices and / or the on-board storage device 132 to load. As in 1A A second Inverter System Controller (ISC2) 143 can supply alternating current from the BISG 142 received and can by the BISG 142 generated alternating current into direct current for storage in the energy storage device 132 convert. The integrated starter / generator 142 can also be the engine 110 provide torque during engine starting or other conditions to supplement engine torque.

The vehicle drive system 100 may further include a power distribution box (PDB) 144. The PDB 144 can be used to conduct electrical power through various circuits and various accessories in the vehicle's electrical system.

The vehicle drive system 100 may further include a high current fuse box (HCFB) 145 and may include a plurality of fuses (not shown) used to power the wiring and electrical components of the vehicle drive system 100 to protect.

The vehicle drive system 100 may further include a Motor Electronics Coolant Pump (MECP) 146. The MECP 146 can be used to circulate coolant through at least the electric machine 120 of the vehicle drive system 100 and dissipate the heat generated by the electronics system. For example, the MECP may receive electrical power from the on-board power storage device 132 receive.

The control 12 can be a section of a tax system 14 include. In some examples, the controller 12 , It is shown that the tax system 14 Information from a variety of sensors 16 (for which various examples are described herein) receive and control signals to a plurality of actuators 81 (for which various examples are described herein). As an example, the sensors 16 Include: (a) tire pressure sensor (s) 197 (one) wheel speed sensor (s) 195 , an ambient temperature / humidity sensor 198, on-board cameras 105 , Seat load cells 107 , Door detection technology 108 , Inertial sensors 199 etc. In some examples, the engine can 110 , the transmission 125 , the electric machine 120 , etc. associated sensors information related to various states of the engine, the transmission, the engine operation to the controller 12 communicate with regard to 1B . 3 and 4 is discussed in more detail.

The vehicle drive system 100 may further include a Positive Temperature Coefficient (PTC) heater 148. For example, the PTC heater 148 a ceramic material, so that the ceramic material can absorb a large amount of current when the resistance is low, which can lead to a rapid heating of the ceramic element. However, as the element heats up and reaches a threshold temperature, the resistance can become very high and thus may not continue to generate much heat. Thus, the PTC heater 148 may be self-regulating and may have a high level of overheating protection.

The vehicle drive system 100 Furthermore, an air conditioning compressor module 149 for controlling an electric air conditioning compressor (not shown).

The vehicle drive system 100 may also include a vehicle audible vehicle sounder for pedestrians (VASP) 154. For example, the VASP 154 be configured to sound over 155 to produce audible tones. In some examples, audible sounds may be through the VASP 154 who with the sounders 155 communicates in response to a vehicle operator triggering the sound, or automatically in response to the engine speed being below a threshold, or activated upon detection of a pedestrian.

The vehicle drive system 100 can also have an on-board navigation system 17 (eg a global positioning system) on a dashboard 19 include a vehicle driver can interact with. The navigation system 17 may include one or more location sensors to assist in estimating a location (eg, geographic coordinates) of the vehicle. For example, an onboard navigation system 17 Receive signals from GPS satellites (not shown) and determine from the signal the geographical location of the vehicle. In some examples, the geographic location coordinates may be to the controller 12 be communicated.

The dashboard 19 may also be a display system 18 which is configured to display information to the driver. The display system 18 For example, as a non-limiting example, it may include a touch-screen or human-machine interface (HMI), a display that allows the vehicle operator to view geographic information and enter commands. In some examples, the display system 18 be wirelessly connected to the Internet (not shown) via a controller (eg 12). Thus, in some examples, the vehicle operator may be through the display system 18 communicate with a website or software application (app).

The dashboard 19 may further include an operator interface 15 include, over which the driver can adjust the operating condition of the vehicle. In particular, the user interface 15 be configured to perform a power transmission operation of the vehicle (eg, the engine 110 , the BISG 142 , the DCT 125 and the electric machine 120 ) based on an operator input and / or terminate. Various examples of the operator ignition interface 15 may include interfaces for which a physical device is required, such as an active key inserted into the operator ignition interface 15 can be introduced to the engine 110 to start and turn on the vehicle, or can be removed to the engine 110 Shut down and turn off the vehicle. Other examples may include a passive key that communicates with the operator ignition interface 15 is coupled. The passive key may be configured as an electronic key fob or a smartkey that is not in the ignition interface 15 introduced or removed from this to the engine of the vehicle 10 to operate. Instead, the passive key may need to be in or near the vehicle (eg, at a threshold distance from the vehicle). Yet other examples may additionally or optionally use a start / stop button that is manually pressed by the vehicle operator to drive the engine 110 to start or shut down and to turn the vehicle on or off. In other examples, a remote start of the engine may be initiated by a remote computing device (not shown), for example a mobile phone, a smartphone based system where a user's mobile phone sends data to a server and the server to the vehicle controller 12 communicates to start the engine.

With reference to 1B is a detailed view of an internal combustion engine 110 shown comprising a plurality of cylinders, one cylinder of which in 1B is shown. The motor 110 is powered by an electronic engine control 111B controlled. The motor 110 includes a combustion chamber 30B and cylinder walls 32B with a piston 36B that is arranged in it and with a crankshaft 40B connected is. According to the presentation, the combustion chamber communicates 30B via a corresponding inlet valve 52B and exhaust valve 54B with an intake manifold 44B and an exhaust manifold 48B , Each intake and exhaust valve can pass through an intake cam 51B and an exhaust cam 53B operate. The position of the intake cam 51B can through an inlet cam sensor 55B be determined. The position of the exhaust cam 53B can through an exhaust cam sensor 57B be determined. The intake cam 51B and exhaust cams 53B Can be related to the crankshaft 40B to be moved. The intake valves may be via an intake valve deactivation mechanism 59B be deactivated and kept in a closed state. The exhaust valves may be via an exhaust valve deactivation mechanism 58B be deactivated and kept in a closed state.

The illustration is a fuel injector 66B arranged so that they are fuel directly into the cylinder 30B injects what is known in the art as direct injection. Alternatively, fuel may be injected into an intake passage, which is known to those skilled in the art as one jet injection per intake port. The fuel injection device 66B results in liquid fuel proportional to the pulse width of the signal from the engine control 111B to. The fuel becomes the fuel injector 66B through a fuel system 175B supplied, which includes a tank and a pump. Furthermore, the intake manifold communicates 44B as shown with an optional electronic throttle 62B (eg, a butterfly valve), which is a position of a throttle 64B adjusts to the flow of air from the air filter 43B and the air intake 42B to the intake manifold 44B to control. The throttle 62B regulates the airflow from an air filter 43B in the engine air intake 42B to the intake manifold 44B , In some examples, the throttle can 62B and the throttle 64B such between the inlet valve 52B and the intake manifold 44B be arranged that the throttle 62B an inlet duct throttle.

A distributorless ignition system 88B represents the combustion chamber 30B in response to the engine control 111B over a spark plug 92B a spark ready. As shown, a broadband lambda (Universal Exhaust Gas Oxygen - UEGO) probe 126B is attached to the exhaust manifold 48B coupled, in the direction of the exhaust stream, a catalyst 70B is upstream. Alternatively, the UEGO probe 126B be replaced by a binary lambda probe.

The catalyst 70B may include multiple catalyst building blocks in one example. In another example, multiple emission control devices, each having multiple building blocks, may be used. With the catalyst 70B in one example, it may be a three-way catalyst.

The engine control 111B is in 1B as a conventional microcomputer including: a microprocessor unit 102B , Input / output connections 104B , a read-only memory 106B (eg a nonvolatile memory), a random access memory 108B , a keep-alive memory 110B and a conventional data bus. Other controllers mentioned herein may have a similar processor and memory configuration. The engine control 111B In the illustration, in addition to the already discussed signals, it receives various signals from sensors connected to the motor 110 including: an engine coolant temperature (ECT) from the temperature sensor 112B which is connected to a cooling sleeve 114B is coupled; a measurement of engine manifold pressure (MAP) from a pressure sensor 122B that is attached to the intake manifold 44B is coupled; a motor position sensor from a Hall effect sensor 118B , which is the position of the crankshaft 40B detected; a measurement of the air mass entering the engine from a sensor 120B ; and a measurement of throttle position from a sensor 58B , The atmospheric pressure can also be processed by the engine control 111B be detected (sensor not shown). In a preferred aspect of the present description, the engine position sensor generates 118B a predetermined number of evenly spaced pulses every revolution of the crankshaft to determine the engine speed (RPM). The engine control 111B can be an input from a man-machine interface 115B (eg pushbutton or touch screen display).

During operation, each cylinder in the engine 110 Usually subjected to a four-stroke cycle: The cycle includes the intake stroke, the compression stroke, the power stroke and the exhaust stroke. During the intake stroke, the exhaust valve generally closes 54B and the inlet valve opens 52B , Air gets over the intake manifold 44B into the combustion chamber 30B introduced and the piston 36B moves to the bottom of the cylinder to the volume in the combustion chamber 30B to increase. The position at which the piston 36B near the bottom of the cylinder and at the end of its stroke is (for example, when the combustion chamber 30B its largest volume), is commonly referred to by the expert as bottom dead center (UT). During the compression stroke, the inlet valve 52B and the exhaust valve 54B closed. The piston 36B moves in the direction of the cylinder head to the air inside the combustion chamber 30B to condense. The point where the piston is 36B at the end of its stroke and the cylinder head is closest (for example, if the combustion chamber 30B their lowest volume), is usually referred to by the expert as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In an operation hereinafter referred to as ignition, the injected fuel is detected by known ignition means such as the spark plug 92B , ignited, which leads to combustion. During the working cycle the expanding gases push the piston 36B back to the UT. The crankshaft 40B converts piston movements into a torque of the rotating shaft. Finally, the exhaust valve opens 54B during the exhaust stroke, to the burnt air-fuel mixture to the exhaust manifold 48B and the piston returns to the TDC. It should be understood that the foregoing is merely exemplary and that timing for opening and / or closing the intake and exhaust valves may vary, such as to provide positive or negative valve overlap, late intake valve closure, or various other examples ,

2 shows a schematic representation of a vehicle system 206 , It is understood that the vehicle system 206 the vehicle drive system 100 , this in 1A is illustrated. The vehicle system 206 includes an engine system 208 , an emissions tax system 251 and a fuel system 218 is coupled. The emissions tax system 251 includes a fuel vapor tank or canister 222 which may be used to capture and store fuel vapor. In some examples, the vehicle system may be 206 to be a hybrid electric vehicle system, such as the one in 1A illustrated vehicle drive system 100 ,

The engine system 208 can a motor 110 include a variety of cylinders 230 having. The motor 110 includes an engine air intake 223 and an engine outlet 225 , The engine air intake 223 includes a throttle 62B in fluid communication with the engine intake manifold 44B via an inlet passage 42B , Furthermore, the engine air intake 223 an air box and filters (not shown) that contain the throttle 62B arranged upstream. The engine exhaust system 225 includes an exhaust manifold 48B leading to an exhaust passage 235 leads the exhaust into the atmosphere. The engine exhaust system 225 can one or more catalytic converters 70B include, which may be attached to a near-engine position in the exhaust. One or more emission control devices may include a three-way catalyst, a lean NOx trap, a diesel particulate filter, an oxidation catalyst, and so on. It is understood that other components may be included in the engine, such as a variety of valves and sensors.

The fuel system 218 can a fuel tank 220 include, connected to a fuel pumping system 221 is coupled. The fuel pump system 221 may include one or more pumps for pressurizing fuel, which are the injectors of the engine 110 , such as the example shown Injector 66B , is supplied. While only a single injector 66B 2, additional injectors are provided for each cylinder. It is understood that the fuel system 218 may be a return-free fuel system, a return-flow fuel system, or various other types of fuel system. The fuel tank 220 may accommodate a variety of fuel blends, including a fuel having a range of alcohol concentrations, such as various gasoline-ethanol blends, including E10, E85, gasoline, etc., and combinations thereof. A fuel level sensor 234 who is in the fuel tank 220 can, the controller can 212 provide an indication of the fuel level ("fuel level input"). As shown, the fuel level sensor 234 comprise a float connected to an adjustable resistor. Alternatively, other types of fuel level sensors may be used.

Vapors in the fuel system 218 can be generated, an evaporation emission control system 251 via a vapor recovery line 231 which are fed to a fuel vapor canister 222 includes before entering the engine air intake 223 be rinsed. The vapor recovery line 231 Can be connected to the fuel tank via one or more pipes 220 coupled and may include one or more valves for shutting off the fuel tank under certain conditions. For example, the vapor recovery line 231 over one or more or a combination of lines 271 . 273 and 275 to the fuel tank 220 be coupled.

Further, in some examples, one or more fuel tank vent valves may be in the conduits 271 . 273 or 275 be positioned. Among other functions, the fuel tank vent valves may allow a fuel vapor canister of the emissions control system to be maintained at a low pressure or vacuum without increasing the rate of fuel evaporation from the tank (which would otherwise occur if the fuel tank pressure were lowered). For example, the line 271 may include a line vent valve (Grade Vent Valve - GVV) 287, the line 273 A Fill Limit Venting Valve (FLVV) 285 may include and may be the conduit 275 a step ventilation valve (GVV) 283 include. Furthermore, the recovery line 231 in some examples, to a fueling system 219 be coupled. In some examples, the fueling system may be a fuel cap 205 for sealing the fuel filling system against the atmosphere. A refueling system 219 is via a fuel filler pipe or a fuel filler neck 211 to the fuel tank 220 coupled.

Furthermore, the refueling system 219 a refueling lock 245 include. In some examples, the refueling lock 245 be a fuel cap locking mechanism. The fuel cap locking mechanism may be configured to automatically lock the fuel cap in a closed position so that the fuel cap can not be opened. For example, the gas cap 205 about the fueling interlock 245 remain locked while the pressure or vacuum in the fuel tank is above a threshold. In response to a refueling request, e.g. For example, if a request is initiated by the driver, the pressure may be released from the fuel tank and the fuel cap may be unlocked when the pressure or vacuum in the fuel tank falls below a threshold. A fuel cap interlocking mechanism may be a latch or handle that, when engaged, prevents removal of the fuel cap. The latch or handle may be electrically locked, for example by a solenoid, or may be mechanically locked, for example by a pressure diaphragm.

In some examples, the refueling lock 245 a filler pipe valve located at an orifice of the fuel filler pipe 211 located. In such examples, the refueling lock prevents 245 possibly not removing the fuel cap 205 , Instead, the refueling lock 245 the introduction of a refueling pump into the fuel filler pipe 211 prevent. The filler pipe valve may be electrically locked, for example by a solenoid, or may be mechanically locked, for example by a pressure diaphragm.

In some examples, the refueling lock 245 be a fuel door latch, such. As a bolt or a clutch that locks a fuel filler flap, which is located in a body panel of the vehicle. The tank flap latch may be electrically locked, for example by a solenoid, or may be mechanically locked, for example by a pressure diaphragm.

In examples where the refueling lock 245 Locked using an electric mechanism, the refueling lock can 245 by commands from a controller 212 For example, be unlocked when a fuel tank pressure drops below a pressure threshold. In examples where the refueling lock 245 locked using a mechanical mechanism, can the refueling lock 245 by a pressure gradient z. B. be unlocked when a fuel tank pressure drops to atmospheric pressure.

The emissions tax system 251 may include one or more emission control devices, such as one or more fuel vapor canisters 222 that with a suitable adsorbent 286b are filled, with the canisters configured to temporarily capture fuel vapors (including vaporized hydrocarbons) in fuel tank fill operations and "operating losses" (that is, fuel that evaporates during vehicle operation). In one example, the adsorbent used is 286b Activated carbon. The emissions tax system 251 may also include a canister vent path or a canister vent line 227 include the gas (s) from the canister 222 can lead to the atmosphere when fuel vapors from the fuel system 218 stored or captured.

The canister 222 can a buffer 222a (or buffer region), with each of the canister and buffer comprising the adsorbent. As shown, the volume of the buffer 222a smaller than the volume (eg, a fraction of the volume) of the canister 222 be. The adsorbent 286b in the buffer 222a may be the same as or different from the absorbent in the canister (eg, both may include charcoal). The buffer 222a so can inside the canister 222 be arranged that during the canister loading, fuel tank vapors are first adsorbed within the buffer, and then, when the buffer is saturated, further fuel tank vapors are adsorbed in the canister. In comparison, fuel vapors are initially desorbed from the canister during canister purging (eg, up to a threshold amount) before being desorbed from the buffer. In other words, loading and unloading the buffer is not linear to loading and unloading the canister. Thus, the effect of the canister buffer is to dampen fuel vapor spikes that flow from the fuel tank to the canister, thereby reducing the likelihood that fuel vapor spikes will reach the engine. One or more temperature sensors 232 can with or within a canister 222 be coupled. When fuel vapor is adsorbed by the adsorbent in the canister, heat is generated (heat of adsorption). Likewise, heat is consumed when fuel vapor is desorbed by the adsorbent in the canister. In this way, the adsorption and desorption of fuel vapor through the canister can be monitored and estimated based on temperature changes within the canister.

The vent line 227 It can also allow fresh air into the canister 222 is sucked when stored fuel vapors from the fuel system 218 via the flushing line 228 and the purge valve 261 to the engine inlet 223 be rinsed. For example, the purge valve 261 normally be closed, but opened under certain conditions, so that vacuum the fuel vapor canister from the engine intake manifold 244 is provided for rinsing. In some examples, the vent line 227 an air filter 259 include in the canister 222 is arranged upstream.

In some examples, the flow of air and vapors between the canister 222 and the atmosphere through a canister vent valve 297 be regulated in the vent line 227 is coupled. If it is included, the canister bleed valve 297 be a normally open valve so that the Fuel Tank Isolation Valve (FTIV) 252 vent the fuel tank 220 can control over the atmosphere. The FTIV 252 can between the fuel tank and the fuel vapor canister 222 within the line 278 be arranged. The FTIV 252 may be a normally closed valve which, when opened, will allow the venting of fuel vapors from the fuel tank 220 in the fuel vapor canister 222 allows. The fuel vapors may then be vented to the atmosphere or via the canister purge valve 261 to the engine intake system 223 be rinsed.

The fuel system 218 can through the control 212 by selectively adjusting the different valves and solenoids in a variety of modes. For example, the fuel system may be operated in a fuel vapor storage mode (eg, during a process of refueling the fuel tank and when the engine is not combusting air and fuel), wherein the controller 212 the shut-off valve 252 while closing the canister purge valve (CPV) 261 to refueling vapors into the canister 222 while preventing fuel vapors from being directed into the intake manifold.

As another example, the fuel system may be operated in a refueling mode (eg, when a refueling of the fuel tank is requested by a vehicle operator), the controller 212 the shut-off valve 252 while opening the canister purge valve 261 closed to lower the pressure in the fuel tank before it is allowed to enter fuel. Therefore can the shut-off valve 252 during the refueling operation to allow refueling vapors to be stored in the canister. After completion of refueling, the shut-off valve can be closed.

As yet another example, the fuel system may be operated in a canister purge mode (eg, after a light-off temperature of the emissions control device has been reached and the engine is combusting air and fuel), the controller 212 the canister purge valve 261 can open while holding the shut-off valve 252 closes. Herein, the vacuum created by the intake manifold of the running engine may be used to supply fresh air through the vent 227 and through the fuel vapor canister 222 to suck the stored fuel vapors into the intake manifold 244 to wash. In this mode, the purged fuel vapors are burned out of the canister in the engine. Flushing may continue until the stored amount of fuel vapor in the canister is below a threshold.

As above with respect to 1A discussed, the controller can 212 a section of a tax system 14 include. It is shown that the tax system 214 Information from a variety of sensors 16 (for which various examples are described herein) receive and control signals to a plurality of actuators 81 (for which different examples are described here) sends. As an example, the sensors 16 one of the emission control device 70B upstream exhaust gas sensor 237 , a temperature sensor 233 , a pressure sensor 291 and a canister temperature sensor 232 include. Other sensors, such as pressure, temperature, air-fuel ratio and composition sensors may be located at various locations in the vehicle system 206 be coupled. As another example, the actuators may be the throttle 62B , the fuel tank shut-off valve 252 , the canister purge valve 261 and the canister vent valve 297 include. The tax system 214 can be a controller 212 include. The controller may receive input data from the various sensors, process the input data, and trigger the actuators according to one or more operations in response to the processed input data based on an instruction programmed therein or a code programmed therein.

3 is a block diagram of the vehicle 121 that a powertrain or power transmission 300 includes. The powertrain off 3 includes the in 1A-B shown engine 110 , Other common components of 3 and 1A are represented by the same numbers and will be described in detail below. It is shown that the powertrain 300 the vehicle system control 12 , the engine control 111B , the control of the electric machine 352 , the transmission control 354 , the control of the energy storage device 353 and the brake control 141 includes (also referred to herein as brake system control module). The controllers can be controlled via the Controller Area Network (CAN) 399 communicate. Each of the controllers may provide information to other controllers, such as torque output limits (eg, the torque output of the device or component is controlled to not be exceeded), torque input limits (eg, the torque input of the device or component is controlled to not exceeded), controlled device torque output, sensor and actuator data, diagnostic information (eg, worn gear information, worn engine information, worn electrical machine information, worn brake information). Furthermore, the vehicle system control 12 the engine control 111B , the control of the electric machine 352 , the transmission control 354 and the brake control 141 Provide commands to meet driver input requirements and other requirements based on vehicle operating conditions.

For example, the vehicle system controller 12 in response to a driver releasing an accelerator pedal and the vehicle speed decreasing, requesting a desired wheel torque or a wheel power level to provide a desired degree of vehicle deceleration. The desired wheel torque may be from the vehicle system controller 12 be provided, which is a first braking torque from the control of the electric machine 352 and a second braking torque from the brake control 141 requesting, wherein the first and second torque, the desired braking torque to the vehicle wheels 131 provide.

In other examples, the distribution of control of powertrain devices may be differently divided than in FIG 3 illustrated. For example, a single controller may take the place of the vehicle system controller 12 , the engine control 111B , the control of the electric machine 352 , the transmission control 354 and the brake control 141 taking. Alternatively, the vehicle system control 12 and the engine control 111B be a single unit while controlling the electric machine 352 , the transmission control 354 and the brake control 141 can be independent controllers.

In this example, the powertrain 300 through the engine 110 and the electric machine 120 operate. In other examples, the engine may 110 be omitted. The motor 110 can be equipped with a motor starter (eg 140), a belt integrated starter / generator (BISG) 142 or with an electric machine 120 to be started. In some examples, the BISG may be coupled directly to the engine crankshaft at both ends of the crankshaft (eg, front or rear). The electric machine 120 (eg, electric high voltage machine operated at more than 30 volts) is also referred to herein as an electric machine, drive motor and / or generator. Furthermore, the torque of the engine 110 via a torque actuator 304 , such as a fuel injection device, a throttle, etc., are set.

The BISG 142 is over a belt 331 mechanically to the engine 110 coupled. The BISG 142 may be coupled to a crankshaft (not shown) or a camshaft (not shown). The BISG 142 can be operated as a drive motor when passing over the electric energy storage device 132 also referred to herein as an on-board energy storage device 132 is called, is supplied with electrical energy. The BISG 142 In addition, it may be operated as a generator including the electric power storage device 132 supplied with electrical energy.

The power transmission 300 includes the engine 110 that's about the crankshaft 341 mechanically coupled to a dual clutch transmission (DCT) 125. The DCT 125 includes a first clutch 126 , a second clutch 127 and a gear box 128 , The DCT 125 gives a torque to the shaft 129 off to the torque of the vehicle wheels 131 supply. The transmission control 354 opens and closes the first clutch 126 and the second clutch 127 selectively to the DCT 125 to switch.

The gearbox 128 can include a variety of gears. A clutch, for example the first clutch 126 , may have odd gears 361 (eg, first, third, fifth gear and reverse gear) while another clutch, for example, the second clutch 127 , straight gears 362 (eg, second, fourth, and sixth gears). By using such an arrangement, the gears can be changed without the power flow from the engine 110 to the dual-clutch transmission 125 to interrupt.

The electric machine 120 Can be operated to the drive train 300 To provide a torque or to convert the torque of the drive train into electrical energy in a regeneration mode in the storage device for electrical energy 132 should be saved. Furthermore, the electric machine 120 the kinetic energy of the vehicle into electrical energy for storage in the electrical energy storage device 132 convert. The electric machine 120 is in electrical communication with the energy storage device 132 , The electric machine 120 has a higher output torque capacity than the starter (eg 140) that is in 1A is shown, or the BISG 142 , Furthermore, the electric machine drives 120 the drive train 300 directly on or off the drive train 300 directly driven.

In the storage device for electric power 132 (eg, a high voltage battery or power source) may be a battery, a capacitor, or an inductor. The electric machine 120 is via a gear set in the rear-wheel drive unit 136 (in 1A shown) mechanically to the wheels 131 and the dual-clutch transmission coupled. The electric machine 120 can be about operating as a drive motor or a generator, as by command from the control of the electric machine 352 , a positive torque or a negative torque for the powertrain 300 provide.

Further, by operating the friction wheel brakes 318 a frictional force on the wheels 131 be created. In one example, the friction wheel brakes 318 in response to the driver depressing his foot on a brake pedal (eg 192) and / or in response to instructions in the brake control 141 be engaged. Furthermore, the brake control 141 the brake 318 in response to information and / or requests from the vehicle system controller 12 actuate. Similarly, a frictional force on the wheels 131 be reduced by the wheel brakes 318 in response to the driver removing the foot from a brake pedal, and in response to instructions from the brake control and / or instructions and / or information from the vehicle system controller. For example, as part of an automated engine stop operation, the vehicle brakes may apply a frictional force via the controller 141 at the wheels 131 invest.

The vehicle system control 12 Can also control the suspension 380 Vehicle suspension settings communicate. The suspension (eg 111) of the vehicle 121 Can be adjusted to the vehicle suspension via variable damper 381 critical to dampen, overdamp or dampen.

Accordingly, torque control of the various powertrain components may be performed by the vehicle system controller 12 with a local torque control for the engine 110 , The gear 125 , the electric machine 120 and the brakes 318 be monitored via the engine control 111B , the control of the electric machine 352 , the transmission control 354 and the brake control 141 provided.

As an example, engine torque output may be controlled by adjusting a combination of spark timing, fuel pulse width, fuel pulse timing, and / or air charge by throttle opening (eg, 62B) and / or valve timing, valve lift, and turbocharger or boost pressure Compressor charged engines are controlled. In the case of a diesel engine, the controller 12 control engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and air charge. In all cases, engine control may be on a cylinder per cylinder basis to control engine torque output.

The control of the electric machine 352 can the torque output and the generation of electrical energy from the electric machine 120 Control by adjusting the current to and from the field and / or armature windings of the electric machine 120 flows as known in the art.

The transmission control 354 For example, the transmission output shaft torque may be from the torque sensor 372 receive. Alternatively, the sensor 372 be a position sensor or torque and position sensor. If the sensor 372 is a position sensor, the transmission control 354 Counting shaft position pulses over a predetermined time interval to determine the transmission output shaft speed. The transmission control 354 may also differentiate a transmission output shaft speed to determine the transmission output shaft acceleration. The transmission control 354 , the engine control 111B and the vehicle system control 12 can also provide additional gear information from the sensors 377 which may include, but is not limited to, pump output line pressure sensors, transmission hydraulic pressure sensors (eg, transmission clutch fluid pressure sensors), engine temperature sensors, BISG temperature, shift selector position sensors, synchronizer position sensors, and ambient temperature sensors. The transmission controller may also provide a requested transmission state (eg, requested gear or park mode) from the shift selector 379 , which may be a lever, switch, or other device.

The brake control 141 receives wheel speed information about the wheel speed sensor 195 and brake requests from the vehicle system controller 12 , The brake control 141 may also include brake pedal position information from the brake pedal sensor (eg, 157) included in 1A is shown, directly or via the CAN 399 receive. The brake control 250 Braking may be in response to a wheel torque command from the vehicle system controller 255 provide. The brake control 141 may also provide anti-lock and vehicle stability braking to improve the braking and stability of the vehicle. Thus, the brake control 141 the vehicle system control 12 provide a wheel torque limit (eg, a negative wheel torque threshold that should not be exceeded) such that negative engine torque will not cause the wheel torque limit to be exceeded. For example, the engine torque may be adjusted to provide less than 50 Nm (eg, 49 Nm) of negative torque at the wheels, including the transmission gear ratio when controlling 12 sets a limit for the negative wheel torque of 50 Nm.

A positive torque can be in one direction on the vehicle wheels 131 be transferred to the engine 110 starts and on the wheels 131 ends. Thus, the engine 110 in the power transmission 300 according to the direction of positive torque flow in the transmission 300 the transmission 125 arranged upstream. The gear 125 is the electric machine 120 arranged upstream and the BISG 142 can the engine 110 upstream or the engine 110 downstream and the transmission 125 be arranged upstream. The electric machine 120 the engine 110 and the transmission 125 arranged downstream.

4 shows a detailed illustration of a dual clutch transmission (DCT) 125. The engine crankshaft 40B is as a coupling to a clutch housing 493 illustrated. Alternatively, a shaft may be the crankshaft 40B to the coupling housing 493 couple. The clutch housing 493 may vary according to the rotation of the crankshaft 40B rotate. The coupling housing 493 can be a first clutch 126 and a second clutch 127 include. Furthermore, the first clutch 126 and the second clutch 127 each an associated first clutch disc 490 or a second clutch disc 491 on. In some examples, the clutches may include wet clutches, oil bath clutches (for cooling), or dry disk clutches. The torque of the engine may be from the clutch housing 493 either on the first clutch 126 or second clutch 127 be transmitted. The first transmission clutch 126 transmits torque between the engine 110 (in 1A shown) and the first transmission input shaft 402 , Thus, a clutch housing 493 as the input side of a first transmission clutch 126 and 126A may be used as the output side of the first transmission clutch 126 be designated. The second transmission clutch 127 transmits torque between the engine 110 (in 1A shown) and the second transmission input shaft 404 , Thus, a clutch housing 493 as the input side of a second transmission clutch 127 and 127A may be used as the output side of the second transmission clutch 127 be designated.

As discussed above, a gear box may be used 128 include a variety of gears. There are two transmission input shafts, including a first transmission input shaft 402 and a second transmission input shaft 404 , The second transmission input shaft 404 is hollow while the first transmission input shaft 402 is solid and coaxial in the second transmission input shaft 404 sitting. For example, the first transmission input shaft 402 have a variety of fixed wheels. For example, the first transmission input shaft 402 a first fixed bike 406 for picking up the first gear 420 , a third Festrad 410 for picking up the third gear 424 , a fifth wheel 414 for receiving the fifth gear 428 and a seventh fixed wheel 418 for picking up the seventh gear 432 exhibit. In other words, the first transmission input shaft 402 be selectively coupled to a plurality of odd gears. The second transmission input shaft 404 can be a second fixed wheel 408 for receiving a second gear 422 or a gear for the reverse gear 429 include and can also be a fourth fixed gear 416 for picking up either a fourth gear 426 or a sixth gear 430 include. It is understood that both the first transmission input shaft 402 as well as the second transmission input shaft 404 via ribs (not shown) on the outside of each shaft each with each of the first clutch 126 and second clutch 127 can be connected. In a normal resting state, both the first clutch 402 as well as the second clutch 404 for example, kept open via springs (not shown), etc., so that no torque from the engine (eg, 110) to the first transmission input shaft 402 or second transmission input shaft 404 can be transmitted when each of the respective clutches are in an open state. In response to the closing of the first clutch 126 may be a motor torque on the first transmission input shaft 402 be transferred and in response to the closing of the second clutch 127 may be a motor torque on the second transmission input shaft 404 be transmitted. During normal operation, transmission electronics can ensure that only one clutch is closed at any one time.

The gearbox 128 may also be a first countershaft 440 and a second countershaft 442 include. The gears on the first countershaft 440 and the second countershaft 442 are not fixed, but can rotate freely. In the exemplary DCT 125 includes the first countershaft 440 the first gear 420 , the second gear 422 , the sixth gear 430 and the seventh gear 432 , The second countershaft 442 includes the third gear 424 , the fourth gear 426 , the fifth gear 428 and the gear for the reverse gear 429 , Both the first countershaft 440 as well as the second countershaft 442 can torque over a first output pinion 450 or a second output pinion 452 on the gear 453 transfer. In this way, both Vorgelegen both over the first output pinion 450 as well as the second output pinion 452 a torque on the output shaft 462 transmit, wherein the output shaft torque to a rear-wheel drive unit 136 (in 1A shown), which makes it possible for each of the driven wheels (eg 131 1A ) can rotate at different speeds, for example when performing turning maneuvers.

As discussed above, the first gear is 420 , the second gear 422 , the third gear 424 , the fourth gear 426 , the fifth gear 428 , the sixth gear 430 , the seventh gear 432 and the gear for the reverse gear 429 not attached to the lodge (eg 440 and 442), but can rotate freely. Thus, synchronizers may be used to allow each of the gears to coincide with the speed of the feed and may also be used to lock the gears. In the exemplary DCT 125 four synchronizers are illustrated, for example a first synchronizer 470 , a second synchronizing device 474 , a third synchronizer 480 and a fourth synchronizer 482 , The first synchronizer 470 includes a corresponding first shift fork 472 , the second synchronizer 474 includes a corresponding shift fork 476 , the third synchronizer 480 includes a corresponding third shift fork 478 and the fourth synchronizer 484 includes a corresponding fourth shift fork 482 , Each of the shift forks may allow movement of each respective synchronizer to lock one or more gears or unblock one or more gears. For example, the first synchronizer 440 used to either the first gear 420 or the seventh gear 432 to lock. The second synchronizer 474 Can be used to either the second gear 422 or the sixth gear 430 to lock. The third synchronizer 480 Can be used to either the third gear 424 or the fifth gear 428 to lock. The fourth synchronizer 484 Can be used to either the fifth gear 426 or the gear for the reverse gear 429 to lock. In either case, movement of the synchronizers may be achieved via the shift forks (eg, 472, 476, 478, and 482) which move each of the respective synchronizers to the desired position. The movement of the synchronizers via the shift forks may be via a transmission control module (TMC) 354 and shift fork actuators 488 take place, the TCM 354 the above with respect to 3 discussed TCM 354 may include. The TCM 354 It can collect input signals from various sensors, evaluate the input and control various actuators accordingly. Entries made by the TCM 354 include, but are not limited to, the transmission range (P / R / N / D / S / L, etc.), vehicle speed, engine speed and torque, throttle position, engine temperature, ambient temperature, steering angle, brake inputs, a transmission case Input shaft speed (both for the first transmission input shaft 402 as well as the second transmission input shaft 404 ), Vehicle position (inclination). The TCM can control actuators via an open loop controller to provide adaptive control. For example, it may be adaptive control to the TCM 354 allow to detect and adjust clutch engagement points, clutch friction coefficients and a position of synchronizer assemblies. The TCM 354 may also have a first clutch actuator 489 and a second clutch actuator 487 adjust to the first clutch 126 and the second clutch 127 to open and close.

Thus, the TCM 354 as inputs from different sensors 377 receiving. As above with respect to 3 For example, the various sensors may include pump output line pressure sensors, transmission hydraulic pressure sensors (eg, transmission clutch fluid pressure sensors), engine temperature sensors, shift selector position sensors, synchronizer position sensors, and ambient temperature sensors. The different sensors 377 may further include wheel speed sensors (eg, 195), engine speed sensors, engine torque sensors, throttle position sensors, engine temperature sensors, steering angle sensors, and inertial sensors (eg, 199). The inertial sensors may include one or more of the following: longitudinal acceleration, lateral acceleration, upward acceleration, yaw angle, roll angle, and pitch angle sensors as described above with reference to FIG 1A discussed.

The sensors 377 may further include an Input Shaft Speed (ISS) sensor, which may include a magnetoresistive sensor, and wherein an ISS sensor may be included for each transmission case input shaft (eg, one for the first transmission input shaft 402 and one for the second transmission input shaft 404 ). The sensors 377 may further include an Output Shaft Speed (OSS) sensor, which may include a magnetoresistive sensor, and may be on the output shaft 462 to be appropriate. The sensors 377 may further include a transmission range sensor (TR sensor) that may be used by the TCM to detect a position of the shift forks (eg, 472, 476, 478, 482). It is understood that the DCT 125 as described herein. When the first clutch 126 For example, operated in a closed position, the first transmission input shaft 402 be supplied with a motor torque. When the first clutch 126 is closed, it is understood that the second clutch 127 is open, and vice versa. Depending on which gear is locked when the first clutch 126 Closed, power can be transmitted through the first transmission input shaft 402 either on the first levy 440 or the second counter 442 can be transmitted and also either via the first pinion 450 or the second pinion 452 on the output shaft 462 be transmitted. Alternatively, power may be applied across the second transmission input shaft depending on which gear is locked 404 either on the first levy 440 or the second counter 442 be transmitted when the second clutch 127 is closed, and may further either via the first pinion 450 or the second pinion 452 on the output shaft 462 be transmitted. When a torque on a countershaft (eg the first counter gear 440 ), it is understood that the other countershaft (eg the second countershaft 442 ) can continue to rotate even though only one shaft is directly driven by the input. In particular, the shaft (eg the second countershaft 442 ), which is not engaged, continue to turn when indirectly through the output shaft 462 and the corresponding pinion (eg, 452) is driven. The DCT 125 can enable a preselection of gears, thus allowing quick shifting between gears with minimal torque loss during shifting. For example, power may be from the engine to the first input shaft 402 and the first counter 440 be transferred when the first gear 420 via the first synchronization device 440 is locked, and being the first clutch 126 closed (and the second clutch 127 is open). While the first gear 420 engaged, the second gear 422 simultaneously via the second synchronization device 474 be locked. Because the second gear 422 is locked, the second input shaft 404 thereby be rotated, wherein the rotational speed of the second input shaft 404 adapted to the vehicle speed in second gear. In an alternative case, in which a toothed wheel on the other countershaft (eg the second countershaft 442 ) is preselected, the countershaft also rotates when passing through the output shaft 462 and the pinion 452 is driven.

When a gearshift through the TCM 354 is initiated, only the clutches must be actuated to the first clutch 126 to open and the second clutch 127 close. Further, the engine speed outside the TCM may be reduced to match the upshift. With closed second clutch 127 can output power from the engine to the second input shaft 404 and to the first counter 440 can be transmitted and also via the pinion 450 to the output shaft 462 be transmitted. After completion of the gearshift, the TCM 354 preselect the next appropriate gear. For example, the TCM 354 based on an input made by different sensors 377 receives, choose either a higher or a lower gear. In this way, changing a gear quickly and with a minimal loss of the output shaft 462 provided torque can be achieved.

The dual-clutch transmission 400 may in some examples a parking gear 460 include. A parking pawl 463 can the parking gear 460 to be facing. If a shift lever is put in "park", the parking pawl can 463 in the parking gear 460 intervention. The engagement of the parking pawl 463 with the parking gear 460 Can via a parking lock pawl spring 464 can be achieved, for example, via a cable (not shown), a hydraulic piston (not shown) or a drive motor (not shown). When the parking pawl 463 in the parking gear 460 engages, drive wheels (eg, 130, 131) of a vehicle may be locked. On the other hand, the parking pawl 463 in response to a shift lever being moved from "park" to another selection (eg, "drive"), move such that the park pawl 463 from the parking gear 460 can be solved.

In some examples, an electric transmission pump 412 Hydraulic fluid from a transmission oil pan 411 feed to a spring 464 squeeze to the parking pawl 463 from the parking gear 460 release. The electric gear pump 412 For example, it may be powered by an on-board energy storage device (eg, 132). In some examples, a mechanical pump 467 additionally or alternatively hydraulic fluid from the transmission oil pan 411 Feed to the spring 464 squeeze to the parking pawl 463 from the parking gear 460 release. While not explicitly illustrated, the mechanical pump may be driven by the engine (eg, 110) and may be mechanically attached to the clutch housing 493 be coupled. A parking lock valve 461 In some examples, the hydraulic fluid flow may be to the spring 464 regulate.

The system off 1A - 4 provides a system comprising: a motor; a dual clutch transmission coupled to the engine; an electric machine coupled to the dual clutch transmission; and a controller including executable instructions stored in nonvolatile memory to adjust a slip of a clutch of the dual clutch transmission in response to a vehicle stability control parameter during an upshift. In a first example of the system, the system further includes additional instructions for delaying the engine firing timing in response to the vehicle stability control parameter during the upshift. A second example of the system optionally includes the first example and further includes additional instructions for receiving a torque from the power train via the electric machine in response to the vehicle stability control parameter. A third example of the system optionally includes any one or more or each of the first and second examples, and further includes an amount of torque received via the electric machine representing the response to a next input gear ratio. A fourth example of the system optionally includes any one or more or each of the first to third examples and further includes an accelerometer. A fifth example of the system optionally includes any one or more or each of the first to fourth examples, and further includes additional instructions for determining the vehicle stability control parameter from an output of the accelerometer.

The system off 1A - 4 provides a system comprising: a motor; an integrated starter / generator coupled to the engine; a dual clutch transmission coupled to the engine and including a first clutch and a second clutch; an electric machine coupled to the dual clutch transmission; and a controller including: executable instructions stored in nonvolatile memory for adjusting a transfer function of the first clutch while providing a desired wheel torque via the electric machine, wherein the transfer function is set in response to a condition of the integrated starter / generator, and additional instructions for actuating the first clutch in response to the set transfer function. In a first example of the system, the system further includes the condition being an output torque or an input current, and further comprising: additional instructions to open the first clutch or the second clutch in response to a request to set the transfer function. A second example of the system optionally includes the first example and further includes the transfer function describing a relationship between a torque capacity of the first clutch and a pressure of fluid supplied to the first clutch. A third example of the system optionally includes any one or more or each of the first and second examples and further includes additional instructions for communicating a request to set the transfer function to other controllers in a vehicle. A fourth example of the system optionally includes any one or more or each of the first to third examples, and further includes additional instructions for setting the transfer function in response to vehicle driving distance.

The system off 1A - 4 provides a system comprising: a motor; a dual clutch transmission coupled to the engine; an electric machine coupled to the dual clutch transmission; a controller of an electric machine coupled to the electric machine; and a controller including executable instructions stored in nonvolatile memory for communicating a balance torque for shifting the dual clutch transmission from a first gear to a second gear while the rotational speed of the engine is zero and while the electric machine is rotating an output shaft of the dual clutch transmission, in response to a demand torque, wherein the compensation torque is communicated to the controller of the electric machine. In a first example of the system, the system further includes determining the compensation torque according to the second gear. A second example of the system optionally includes the first example and further includes determining the balance torque according to inertias of the dual clutch transmission. A third example of the system optionally includes any one or more or each of the first and second examples, and further includes the offset torque being a predicted torque to transfer gear components from a first speed to a second speed that is at an output speed of the dual clutch transmission is based, accelerate. A fourth example of the system optionally includes any one or more or each of the first to third examples, and further includes additional instructions for starting to communicate the balance torque prior to shifting the dual clutch transmission. A fifth example of the system optionally includes any one or more or each of the first to fourth examples, and further includes additional instructions for determining the compensation torque according to the rotational speed of an input shaft of the dual clutch transmission.

The system off 1A - 4 provides a system comprising: a motor; a dual clutch transmission coupled to the engine, wherein the dual clutch transmission does not include a parking pawl; an electric machine coupled to the dual clutch transmission; and a controller including executable instructions stored in a non-volatile memory for: driving a vehicle only via an electric machine while the engine is decoupled from a power transmission, wherein the electric machine is disposed downstream of the transmission in power transmission; Shifting gears of the transmission while the rotation of the engine is stopped; and starting the engine and pre-positioning a clutch of the transmission in response to increasing demand torque, wherein the clutch is pre-positioned to partially fill the clutch with fluid and transmit a torque amount through the clutch that is less than or equal to a threshold amount. In a first example of the system, the system further includes additional instructions for accelerating the engine in a speed control mode to a speed greater than a desired transmission input speed in response to the output torque of the electric machine exceeding a threshold. A second example of the system optionally includes the first example and further includes additional instructions for controlling engine speed to be responsive to the desired transmission input speed plus an offset value in response to a desired transmission input speed plus a desired input speed Offset value is greater than a desired Motoranfahrdrehzahl. A third example of the system optionally includes any one or more or each of the first and second examples and further includes additional instructions for reducing the offset to zero in response to the acceleration of the engine crankshaft and transmission input shaft being substantially equal and the transmission input speed is greater than a desired engine starting speed. A fourth example of the system optionally includes any one or more or each of the first through third examples, and further includes additional instructions for locking the clutch in response to engine crankshaft speed and transmission input speed being substantially equal.

With reference to 5 FIG. 11 is a high-level flowchart for an example method. FIG 500 for initiating and terminating a vehicle transmission park state. In particular, the method can 500 Engaging a first gear and engaging a second gear of a dual clutch transmission in response to a request to cause a vehicle parking condition, wherein an output of a transmission is prevented from rotating, and wherein the first gear is coupled to a first counter gear; second gear is coupled to a second countershaft. In some examples, the method may 500 Selecting the first gear and the second gear in response to a vehicle inclination.

The procedure 500 is described with reference to and described herein 1A - 4 Although it is understood that similar methods can be applied to other systems without departing from the scope of this disclosure. The procedure 500 can be from a controller, such as the controller 354 out 3 , and may be stored on the controller as executable instructions in a nonvolatile memory. Instructions for performing the procedure 500 and the other methods involved herein may be performed by the various controllers described herein based on instructions stored in a memory of the respective controllers and in conjunction with signals received from sensors of the engine system, such as those described above with reference to FIGS 1A - 4 described sensors. The control 354 may communicate with other controllers described herein to use actuators of a power transmission, such as an electric machine (eg, 120), shift forks (eg, 472, 476, 478, 482), etc., in accordance with the following procedures.

The procedure 500 begins at 505 and may include indicating whether a vehicle parking condition has been requested. A vehicle parking state may be requested, for example, by a vehicle operator attempting to operate a shift lever in a park selection. If a vehicle park state is indicated as being requested at 505, the method may 500 to 510 and may indicate whether a vehicle speed is less than (LT) a threshold speed. In some examples, the threshold speed may include a vehicle speed of 2.5 mph. The vehicle speed may be indicated, for example, via the wheel speed sensors (eg, 195). If it is indicated at 510 that the vehicle speed is above the threshold, the method may 500 to 515 pass. at 515 can the procedure 500 Informing the driver (herein also referred to as a driver) includes that the vehicle parking condition can not be caused until the vehicle speed has been reduced. Such indication may be communicated to the driver via one or more of an audible indication, an indication on a display system on a vehicle dashboard, and so on. The procedure 500 returns to 510 upon providing the driver's indication. Thus, the process can 500 Disconnecting the first and second gears include until the vehicle speed is below a threshold speed.

In response to an indication that the vehicle speed is below the vehicle speed threshold at 510, the method may 500 to 520 pass. at 520 can the procedure 500 gear synchronization devices (eg 470 off 4 ) command to engage two gears (eg, the first gear and the second gear) at the two lands (eg, 440 and 442). At the same time, commanding synchronizers to engage two gears at 520 may include the controller selecting which of the synchros or synchronizers to use to engage the first gear and the second gear. For example, the controller may receive information about a vehicle inclination via an accelerometer (eg, 20) or inclinometer (eg, 21), and an appropriate first gear and an appropriate second gear may be indicated, with the appropriate first gear and appropriate second gear may be a function of a road slope. Thus, when an appropriate first gear and second gear are indicated, the controller may select which synchronization devices to use to engage the selected first gear and second gear. It should be understood that in the description herein, the first gear may refer to any gear disposed on the first counter gear, wherein the second gear may refer to any gear disposed on the second counter gear. It is further understood that any of the gears disposed on the first countershaft may be engaged and any of the gears disposed on the second countershaft may be engaged, wherein determining which gears on the first countershaft and the second countershaft be engaged, may be a function of a road slope. As an example, based on a specified road grade for a first grade road, the first gear may include the sixth tooth (eg, 430) and the second gear may include the fourth gear (eg, 426). During a condition of another road grade, another first gear, such as the first gear, and the second gear, such as the third gear, may be engaged in response to the other road grade (eg, a second road grade). Further, in conditions without gear wear, the first and second gears may be a first group of gears, and conditions of gear wear in the first and second gears may be a second group of gears. Such examples are intended to be illustrative and not restrictive. By selecting which gear is to be engaged in the first counter gear and which gear is to be engaged on the second counter gear, depending on the road grade, the gear wear with respect to the first and second counter gears can be reduced. It is further understood that in response to selecting which gear is to be engaged on the first counter gear and which gear is to be engaged on the second counter gear, the controller may command the appropriate shift fork to provide the appropriate synchronization devices to move the selected first gear and second gear. In such a manner, at 520, the controller may command the appropriate synchronization devices to intervene in two gears on the two in-lays. Furthermore, the method can 500 at 525, opening a first clutch (eg, 126) coupled to the first gear before the first gear is engaged and opening a second clutch (eg, 127) connected to the second gear is coupled before the second gear is engaged. In this way, during transmission engagement, the countershafts may be decoupled from the engine crankshaft to prevent engine motion when the synchronizer devices do not fully engage the meshing gears.

It is transferred to 525, the procedure 500 Indicating whether the synchronization device is engaged. For example, position sensors (eg, the transmission range sensors 377 ) may be used on each of the synchronization devices to indicate whether the synchronization device is engaged with the first gear and the second gear. In response to an indication that one or both of the synchronization devices are not engaged, the method may be 500 to 530 and may include rotating a transmission output shaft (eg, 462) via an electrical machine (eg, 120). In particular, synchro-teeth may be aligned under certain conditions in an attempt to engage the synchronizers, which may thus result in a synchro-lock. Thus, the electric machine may be used at 530 to solve the problem of synchro-lock by applying rotation to the transmission output shaft, thus canceling the locked condition. In response to rotating the transmission output shaft via the electric machine, the position sensors on the synchronization devices may be used to indicate when the synchronization devices are engaged, as discussed above. Further, at 530, the rotation of the electric machine may include communicating a request to rotate the electric machine from a transmission controller (eg, 354) to a controller of the electric machine (eg, 352). The electric machine can be rotated in a forward or reverse direction.

Thus, it is understood that the method 500 Sending commands to the first engaged gear and sending commands to the second engaged gear in response to a request to cause a vehicle parking condition, wherein the output shaft of the transmission is prevented from rotating and further rotating may include the electric machine coupled to the output shaft of the transmission in response to an indication that the first gear or second gear is not engaged.

In response to an indication that the synchronization devices are engaged at 525, the method may 500 to 535 pass. at 535 can the procedure 500 Indicate that the vehicle is in the parking position. For example, an indication that the vehicle is in the park position may be communicated to the vehicle controller and may also be provided to the vehicle driver be communicated, for example via an audible indication or an indication on the display system on the vehicle dashboard.

It is transferred to 540, the procedure 500 Indicating whether a request to complete the vehicle park state is requested. For example, a request to end the vehicle park state may include the vehicle operator setting a shift selector device to a position other than the parked position. In response to a requested termination of the vehicle parking condition, the method may 500 to 545 may include specifying whether the vehicle is parked on a hill or slope that is greater than (GT) a slope threshold. The grade threshold may include a grade, and a conventional synchro and shift fork may not have the desired force to disengage the synchro from either the first or second gear or both. As described above, the road grade may be indicated by an accelerometer or an inclinometer. Thus, the process can 500 to 555 if it is indicated at 545 that the vehicle is not parked on a grade greater than the grade threshold.

at 555 can the procedure 500 Giving a command include that the first gear or second gear in response to the request to end the vehicle parking condition is solved. In other words, the process can 500 at 555, giving an order that the synchronizers release at least one gear on the two branches. The giving of a command that the first gear or the second gear is released may include that the controller gives the command that the synchronizing devices engaged with the first gear or the second gear are disengaged from the first gear or the second gear. For example, the shift forks associated with the engaged synchronizers may be controlled via the controller to move the synchronizers engaged with the first gear or second gear to a released position.

Alternatively, the method 500 at 545 in response to an indication that the vehicle is parked on a grade greater than the grade threshold, transitioning to 550 and including rotating the transmission output shaft via the electric machine. The electric machine may rotate in a forward or reverse direction. Thus, the process can 500 Rotating the electric machine responsively thereto means that the road grade or slope is greater than the grade threshold to offload the first gear or second gear. By rotating the electric machine to rotate the transmission output shaft, the force for moving the appropriate synchronizers via the appropriate shift forks can be reduced, thereby allowing the synchronizers in mesh with the first or second gear to move to a released position become.

As discussed, the procedure may 500 at 555, giving an order that the synchronizers release at least one gear on the two branches. It is transferred to 560, the procedure 500 Indicate whether the synchro or synchronizers are solved. As discussed above, position sensors on each of the plurality of synchronizers may communicate with the controller to provide an indication as to whether the synchronizers are disengaged. In response to an indication that the one or more synchronizers are not resolved, the method may 500 to 565 pass. at 565 can the procedure 500 Rotating the electric machine for coupling to the transmission in response to the indication that the first gear or the second gear is not released after the command has been given that the first gear or second gear is to be solved. By rotating the electric machine, which thus can rotate the output shaft coupled to the transmission, the engaged synchro or synchronizers can be released for release.

Accordingly, the method 500 in response to rotating the transmission output shaft via the electric machine at 565 to 555, and again giving an order that the synchronizers release at least one gear on the two branches, as discussed above.

Back at 560, the process can 500 in response to an indication that the synchronizers are released, proceed to 570 and indicate the vehicle transmission state. For example, depending on which synchro has been resolved, the either engaged first or second gear may control the transmission output. Accordingly, the Transmission gear state are communicated to the vehicle controller and, for example, also be indicated via a display system on the vehicle dashboard.

The procedure 500 For example, a system including a motor, a dual clutch transmission that does not include a parking pawl, an electric machine coupled to the dual clutch transmission, and a controller that includes executable instructions in a nonvolatile memory may be provided To request rotation of an electric machine in response to an indication that a first gear or a second gear is not engaged after the dual-clutch transmission has been commanded to go into a park state. In such a system, an output shaft of the transmission may be prevented from rotating when the dual clutch is in the parked state. The system may further comprise first and second gear synchronizers. The system may further include sensors (eg, position sensors) for determining operating states of the synchronizers. Still further, the system may include additional instructions for determining whether or not the first gear and the second gear are engaged in response to an output of the sensors.

Now, referring to 6 an exemplary timeline 600 for effecting and terminating a vehicle gear parking condition in accordance with the method illustrated herein 500 and after application to the herein and with reference to 1A - 4 shown systems. The timeline 600 includes a history 605 indicating whether a vehicle park state is requested (active) or not (eg, stroke over the word active, active with dash), wherein the park state may be requested via a driver (herein also referred to as a driver). The timeline 600 also includes a history 610 which indicates over time whether an electric machine (eg 120) is rotating or not (rotates with a dash). The timeline 600 also includes a history 615 , which indicates over time a road gradient on which the vehicle is driving or parked. Such indication of the road grade may be communicated to a vehicle controller via, for example, an accelerometer or inclinometer. The timeline 600 also includes a history 620 which indicates in time whether a first synchro gear is engaged with a first gear or not (in mesh with the bar), and a course 625 indicating whether or not a second synchro is engaged with a second gear (engaged with a bar). In addition, the timeline includes 600 also a course 630 , which indicates over time whether a gear state is in the parking position or not (parking with dash).

At a time T0 no parking request is specified by the driver, what the course 605 is illustrated. The electric machine does not turn, indicating the course 610 is illustrated. The road slope is essentially not tilted up or down, reflecting the course 615 is specified. In addition, a first synchro does not engage a first gear, resulting in the course 620 is illustrated, and does not engage a second synchro with a second gear, which by the course 625 is specified. As above with regard to 5 illustrated method 500 As discussed, a first gear may be engaged with a first counter gear (eg, locked with the counter gear such that the gear rotates at the same speed as the counter gear) while a second gear engages a second counter gear can. Since the first synchro and the second synchro are not engaged, the transmission state is in a state other than the parking state, which is due to the course 630 is illustrated.

At a time T1, a parking state is requested. Accordingly, the first synchro is commanded by the controller to intervene in the first gear, and the second synchro given the command by the controller to intervene in the second gear. As discussed above, the choice of which gear represents the first gear and which gear represents the second gear may be determined by the vehicle controller depending on the road grade or other vehicle operating condition, such as a state of gear wear. The first gear may be selected from any of the gears on the first counter gear, and the second gear may be selected from any one of the gears on the second counter gear. By engaging both the first gear and the second gear via the first and second synchronizing device, a parking state of the vehicle transmission is caused, which by the course 630 is specified. In particular, by engaging both the first synchro with the first gear and the second synchro with the second gear, an output shaft (eg, 462) of the transmission may be disabled, thereby placing the vehicle in the parked state. Moreover, it will be appreciated that the engagement of the synchronizer may include the controller commanding the synchronizers to move to the desired gears via shift forks associated with the synchronizers as discussed above.

Between the time T1 and a time T2, the vehicle is kept in the park state. At time T2, a request to end the park state is initiated. Such a requirement may include, for example, moving a shift lever from the parked position to another position. In response to the request to end the park state, the first synchro and the second synchro may be commanded to disengage from the first gear and the second gear, respectively. As discussed, such an event may be initiated via communication between the controller and the shift forks associated with the synchronizers.

At time T2, however, it is stated that only the second synchro has been resolved in response to the command to release both the first and second synchro. Accordingly, the electric machine continues to be commanded at time T3, whereby rotation of the electric machine can rotate the transmission output shaft. By rotating the transmission output shaft, the first synchro can be released for release from the first gear. Accordingly, while the electric machine is activated between time T3 and time T4, it is indicated that the first synchro disengages from the first gear, and thus it is indicated that the transmission state is leaving the parking state.

The vehicle can be driven for a period between the time T4 and a T5. At time T5, another request to initiate a parked state is initiated, as indicated by the history 605 is specified. In addition, it is stated that the vehicle is located on a road slope, which is much steeper than between the time T0 and T4. It will be appreciated that the road grade indicated at time T5 is greater than a threshold grade.

In response to the request to cause the parked state at time T5, a first gear and a second gear for engagement may be selected, and as discussed above, the combination of the first and second gears may be selected depending on the road grade. For example, the vehicle controller may receive information associated with the current road grade, and in response to the request to cause the parked state, the first gear and the second gear may be selected to minimize wear on the gears. Thus, it should be understood that any of the gears on the first countershaft may be selected as the first gear, and any of the gears on the second countershaft may be selected as the second gear. Moreover, it should be understood that the selection of gears at time T5 may differ, for example, from the selection of the gears at time T1, since the road grade differs between the two times.

In response to the first and second gears being selected, appropriate first and second synchronizers may be selected to engage the first and second gears. The synchronizers may be commanded via the controller to engage the first and second gears, which may include giving the command to the shift forks associated with the selected synchronizers, the selected synchronizers for engaging the first and second gears to move. Accordingly, it is indicated at time T5 that both the first and second synchronizers are engaged, and an indication of the engagement of each of the first and second synchronizers with position sensors associated with the first and second synchronizers may be communicated to the vehicle controller , Since it is indicated that both the first and the second synchronizing device are engaged, it is further indicated that a parking state of the vehicle transmission has been caused, due to the course 630 is illustrated.

The vehicle transmission remains in the park state between time T5 and a time T6. At time T6, a request to end the parking state is indicated again. Since the request to end the park state is made while the vehicle is parked on a road grade above the grade threshold, the electric machine may be activated to enable the first synchro and second synchro so that the first and second synchromesh devices can be readily released. In other words, a force for releasing the first and second synchronizers may be reduced by activating the electric machine, wherein activating the electric machine includes rotating the electric machine, thereby rotating the transmission output shaft (eg, 462). By activating the electric machine, both the first synchro and the second synchro are easily released.

The procedure 500 As described above, causing and terminating a parking state, the parking state can be achieved by simultaneously engaging two gears at separate positions, so that a transmission output shaft is prevented from rotating. Such a method may be used without the use of a parking pawl, such as a parking pawl (e.g., 463) and associated park gear (e.g., 460) 4 are shown to reach a park state.

Now referring to 7 A method of initiating and terminating a park state via a parking pawl is shown. In particular, the method can 700 a power transmission operating method, comprising: engaging a parking pawl with an output shaft of a dual clutch transmission in response to a request to cause a parked condition of a vehicle, and releasing the parking pawl via rotating an engine via an integrated starter / generator in response to a request; to drive the vehicle only on the power of an electric machine, which is arranged downstream of the dual-clutch transmission. In another example, the method 700 Releasing the parking pawl via activating an electric pump in response to a request to drive the vehicle only on the power of the electric machine, which is arranged downstream of the dual-clutch transmission. By driving the vehicle only via the power of the electric machine, the fuel supplied to the engine can be saved.

The procedure 700 is described with reference to and described herein 1A - 4 Although it is understood that similar methods can be applied to other systems without departing from the scope of this disclosure. The procedure 700 can by a controller, such as the transmission control 354 out 3 , and may be stored on the controller as executable instructions in a nonvolatile memory. The instructions for performing the procedure 700 and the other methods involved herein may be performed by the various controllers described herein based on instructions stored in a memory of the respective controllers and in conjunction with signals received from sensors of the engine system, such as those described above with reference to FIGS 1A - 4 described sensors. The controller may communicate with other controllers described herein to use power transmission actuators, such as an electric pump (eg, 412), a park lock pawl valve (eg, 461), an electric machine (e.g. 120), an ISG (eg, 142), fuel injectors (eg, 266), etc.

The procedure 700 begins at 705 and may include indicating whether a vehicle parking mode is requested. For example, a requested vehicle parking mode may include a vehicle driver selecting a parking mode from a shift lever in the vehicle. It is transferred to 710, the procedure 700 Indicating whether the vehicle speed is less than a threshold. In some examples, the threshold speed may be the same threshold speed as previously described with respect to the method 500 specified (eg 2.5 miles per hour). However, in other examples, the threshold speed may differ from that previously discussed 5 differ. If the vehicle speed at 710 is not lower than the threshold speed, the method may 700 to 715 and may indicate that the parking function can not be activated at vehicle speeds above the threshold speed. Such indication may be communicated to a vehicle operator, for example, via an audible indication and / or visually via a display system on the vehicle dashboard. Furthermore, such an indication may be communicated to the vehicle controller. The procedure 700 returns to 710 after providing the indication.

The procedure 700 may transition to 720 in response to the vehicle park mode being requested at 705 and further in response to the vehicle speed being below the threshold speed at 710. at 720 can the procedure 700 Engaging the parking pawl (eg, 463) with the parking gear (eg, 460) via, for example, a spring (eg, 464). In some examples, the method may 700 at 720 further in response to the engine being activated and further including stopping the vehicle engine in response to a request from the vehicle operator or the vehicle controller to stop the engine.

Thus, in parking mode, the parking pawl may engage the parking gear, thereby preventing the transmission output shaft (eg, 462) from rotating. It is transferred to 725, the procedure 700 Specifying may include whether a termination of the vehicle parking mode is requested. For example, a request to end the park mode may include the vehicle operator taking another than selects the park gear state on a shift selector. In response to a requested end of park mode, the method may 700 to 730 and may indicate whether an electric transmission pump (eg, 412) is present in the vehicle system. If an electric gear pump is indicated as present, the procedure may 700 to 735 may transition and may indicate whether a purely electric driving mode is active. For example, the all-electric mode may include a mode in which the vehicle is powered only by an electric machine (eg, 120 off 1A ) is driven, which is arranged downstream of the dual clutch transmission. If it is indicated at 735 that the all-electric drive mode is active, the method may 700 to 740 pass.

at 740 can the procedure 700 Rotate the electric transmission pump while the engine is stopped or disabled. For example, power may be supplied to the electric pump via an onboard power source (eg, 132). As in 4 indicated, the electric pump can receive hydraulic fluid from an oil pan (eg 411). Thus, the process can 700 at 740 to 745, following the activation of the electric gear pump, and giving a command that the parking pawl is hydraulically released. Such action may include, for example, giving the command that the park lock pawl valve 461 opens. In response to the compression of the spring, the parking pawl can be released from the parking gear. Thus, the process can 700 after activating the electric pump and further following the coupling of the electric pump to the spring (eg 464) proceed to 750 and include indicating if the parking pawl is released. For example, a latch position sensor (eg, 468) may be configured to communicate a position of the parking pawl to the controller. Alternatively, low torque may be applied to the transmission output shaft (eg, 462) via the electric machine (eg, 120) while the first and second clutches (eg, 126 and 127) are open, if the transmission output shaft turns, it can be determined that the parking pawl is released.

If it is indicated at 750 that the parking pawl is not released, the procedure may 700 to 760 pass. at 760 can the procedure 700 Starting the engine include to release the parking pawl via hydraulic pressure provided by the engine. In particular, a mechanical pump (eg, 467) may be coupled to the engine and configured to apply hydraulic pressure to the parking pawl. Thus, the process can 700 760 includes turning the mechanical pump over the engine and may further include releasing the parking pawl to indicate that the parking pawl has not been released from use of the electric pump. at 760 It is understood that starting the engine may include providing fuel and ignition to the engine cylinders. While not specifically illustrated, it is further understood that the method 700 Disable the electric pump at 760 in response to the indication that the parking pawl has not been released via the electric pump. Further, operating the mechanical pump to release the parking pawl, while not specifically illustrated, may further include commanding a pawl valve to be opened to supply hydraulic fluid to the spring associated with the parking pawl, as discussed above.

at 755 can the procedure 700 Indicate that the parking pawl is released. Such an indication may be communicated to the controller and may further be communicated to the vehicle operator via, for example, a display system on the vehicle dashboard. While this is not specified, the method may 700 further deactivating the motor (eg, stopping motor rotation) in response to the parking pawl being released, and operating the vehicle in the all-electric mode in examples in which the parking pawl has not been released via the electric pump. In other words, the process can 700 Providing torque to the vehicle wheels via the electric machine in response to the parking pawl being released.

Back at step 730 can the procedure 700 in response to a requested termination of the vehicle park mode and further in response to no electric pump being present in the vehicle system, proceeding to 765. at 765 can the procedure 700 Indicate whether the all-electric drive mode is active as above in step 735 of the procedure 700 described. If the all-electric mode is indicated as not active at 765, the method can 700 to 770 transition and may include starting the engine to release the parking pawl using the hydraulic pressure provided by the engine. Such an action is described above with respect to step 760 is therefore not repeated for reasons of clarity.

Back at step 765 can the procedure 700 to 775 transition and may include rotating the un-fueled engine and unburnt air and fuel via the integrated starter / generator (ISG) (eg, 142) when the all-electric drive mode is indicated as active. In one example, an intake or exhaust valve of the engine is maintained in an open state while the engine is rotated across the ISG to reduce engine pumping work. It will be appreciated that the integrated starter / generator may be coupled to the engine and receive power provided by the on-board power source (eg, 132) to rotate the un-fueled engine. By turning the un-fueled engine over the ISG, the mechanical pump coupled to the engine configured to apply hydraulic pressure to the parking pawl can be activated. It is transferred to 780, the procedure 700 Giving a command that the parking pawl is hydraulically released, which may include giving an instruction that the pawl valve is opened, as discussed above, to direct hydraulic fluid to compress the peg associated with the pawl, thereby compressing the spring Park pawl of the parking gear can release, as discussed above.

Continuing with 785, the process can 700 Indicate whether the parking pawl is released. As previously discussed, such indication may be communicated to the controller via a pawl position sensor (eg, 468) configured to indicate the position of the pawl with respect to the parking gear. Alternatively, the indication of the parking lock release on turning the transmission output shaft 462 based on the electric machine (eg 120) as described above.

If it is indicated at 785 that the pawl is not yet released, the procedure may 700 Return to 775, with the engine still running on the ISG without refueling. Alternatively, the method 700 in response to an indication at 785 that the park pawl is released, proceed to 790 and may include stopping engine rotation via interrupting power supplied via the ISG to rotate the engine. Continuing with 755, the process can 700 Indicating that the pawl is released, as discussed above. While this is not explicitly illustrated, the process may 700 further providing torque to the vehicle wheels via the electric machine in response to the indication that the parking pawl is released when the all-electric drive mode is indicated as active.

Thus, the process issues 7 Releasing a parking pawl via pressure of a hydraulic fluid supplied to a spring actuated parking pawl. The hydraulic pressure may be provided via an electric pump or via rotation of a motor coupled via an integrated starter / generator to the transmission coupled to the engine. The method may be particularly useful when operating the hybrid vehicle in a purely electric drive or drive mode.

Now referring to 8th is an exemplary timeline 800 for initiating and terminating a vehicle transmission park state according to the method presented herein 700 and after application to the herein and with reference to 1A - 4 shown systems. A timeline 800 includes a history 805 which indicates over time whether a vehicle parking request is specified (active) or not (active with a dash). The timeline 800 also includes a history 810 , which indicates over time whether an electric gear pump rotates or does not turn (rotates). The timeline 800 also includes a history 815 indicating whether an electric gear pump is present in the vehicle or not (available with dash). The timeline 800 also includes a history 820 , which indicates over time, whether a motor is turning or not (rotates with a dash). The timeline 800 also includes a history 825 which indicates over time whether a vehicle transmission is in Park mode (parked) or not (parked with a dash).

At time T10, there is no parking mode request indicated by the history 805 is illustrated. It is further stated that there is no electric gear pump (eg 412) in the vehicle, which is due to a gradient 815 is specified. Thus, there is no history line indicating whether the electric pump is rotating or not. It is stated that the engine does not rotate at time T10, which is due to the course 820 is illustrated. However, the vehicle is in operation because the transmission is in a different state of gear than parking, which is due to the course 825 is illustrated.

At a time T11, a parking mode request is indicated. Such a request may be indicated via a driver selecting a parking condition, for example, at a shift selector (eg, 379). The transmission is locked in park mode in response to the request to engage a parking pawl in a park gear, thereby disabling the transmission output shaft becomes. Thus, at a time T11 indicated that the transmission is in park mode, which is due to the course 825 is illustrated.

Between the time T11 and a time T12, the vehicle is kept in a parking state. At the time T12, a termination of the parking mode is requested, which is due to the course 805 is specified. Such a request may include the driver selecting, for example, a different transmission gear than parking. Since no electric pump is indicated in the vehicle, an electric pump may not be used to generate hydraulic pressure to compress a spring associated with the parking pawl. Thus, the engine is rotated at time T12 to release the parking pawl. While not explicitly illustrated, it will be understood that the engine is rotated via an ISG (eg, 142), where the ISG receives power from an onboard power storage device (eg, 132). Thus, the engine is rotated unenergized and rotation of the engine may result in rotation of a mechanical transmission pump coupled to the engine. By activating the mechanical pump via engine rotation, hydraulic pressure may be directed to the spring associated with the parking pawl, with engine rotation including unconsumed operation without combustion. The hydraulic pressure can compress the spring, thereby releasing the parking pawl from the parking gear. Accordingly, the engine is rotated without refueling between time T12 and time T13, and at time T13, the transmission state is indicated as transitioning to other than the parking state, which is indicated by the history 825 is illustrated. In some examples, the release of the parking pawl from the park gear may be indicated via a pawl position sensor.

Further, the engine rotation is stopped at time T13. In particular, the provision of power to the engine via the ISG to turn the engine may be discontinued. Thus, the vehicle may be driven via an electric machine (eg, 120) after it is indicated that the geared park state is completing park mode. In other words, as above with respect to the method 700 it is understood that the purely electrical mode is activated. Thus, following the rotation of the engine to release the parking pawl, the engine rotation may be stopped abruptly, whereby the vehicle can only be driven by the electric machine.

The right side of the timeline 800 illustrates an example in which it is stated that an electric gear pump is present in the vehicle, which is due to the course 815 is illustrated. Prior to a time T14, it is indicated that the vehicle is in operation because the transmission gear state is in a state other than parking, as indicated by the course 825 is illustrated. At time T14, a request to initiate the park mode is indicated, such indication being communicated to the controller, for example, by a vehicle operator selecting a park gear on a shift lever. In response to the request, the parking pawl may engage the parking gear, as discussed above, thereby disabling the transmission output shaft.

Between time T14 and time T15, the vehicle is held in park mode. At time T15, a request to exit park mode is indicated. As discussed, such a request may include the driver selecting a gear on a shift lever other than parking. Since the vehicle includes an electric pump configured to be coupled to the hydraulic pump system of the vehicle, the electric pump is activated at time T15, for example, via a power supplied to the electric pump via the on-board storage device. When the electric pump is activated, hydraulic pressure is provided to the spring associated with the parking pawl. As discussed, the hydraulic pressure can compress the spring such that the parking pawl can be released from the parking gear. Thus, the electric pump is kept activated between the time T 15 and a time T16. At time T16, it is indicated that the transmission state transitions from the park state to a different gear selection than parking, as indicated by the history 825 is illustrated. While not explicitly illustrated, it will be understood that the purely electrical mode is activated. Thus, the engine is kept off and it is understood that after time T16, the vehicle can only be powered by power from the electric machine.

Now referring to 9 FIG. 10 is a flowchart of a method of operating a power train of a powertrain of a hybrid vehicle 100 shown. The procedure off 9 can be used as executable instructions stored in a nonvolatile memory of one or more controllers in the system 1A - 4 be involved. Furthermore, sections of the procedure may vary 9 to act by the operations in 1A - 4 shown controls be performed to transmit a state of a device or an actuator in the reality. This in 9 The method shown may act in conjunction and cooperation with other methods described herein.

at 905 assess the procedure 900 whether a transmission upshift of a dual clutch transmission (DCT) is expected within a threshold period. In one example, the method assesses 900 whether the speed of a vehicle in which the DCT is operating will reach a transmission upshift speed stored as a transmission shift schedule in a memory of the controller within the threshold period (eg, 0.5 second). The procedure 900 may make the judgment based on the current vehicle speed, the transmission upshift speed for the current gear to the next higher gear, and the vehicle acceleration rate. If, for example, a circuit is expected at 45 km / h, the vehicle speed is 40 km / h and the vehicle accelerates at 10 km / h per second, the process can 400 judge that an upshift is expected within the threshold period. If the procedure 900 judges that an upshift is expected within the threshold period, the answer is yes and the method 900 goes over to 910. Otherwise, the answer is no and the procedure 900 goes over to the end.

at 910 assess the procedure 900 whether wear of a next clutch greater than (Greater Than - GT) is a threshold amount. The wear of a clutch may be determined based on a pressure level applied to the clutch and a torque transmitting capacity of the clutch (eg, an amount of torque that can transmit the clutch from an input side of the clutch to the output side of the clutch) at the pressure or other means become. For example, if a clutch transfer function indicates that the torque capacity is 100 Nm at a pressure of 20 kPa, but the clutch only has a capacity of 50 Nm at a pressure of 20 kPa, the process can 900 judge that the clutch wear exceeds a threshold. If the procedure 900 judges that the wear of the clutch is greater than a threshold amount, the answer is Yes and the method 900 goes over to 915. Otherwise, the answer is no and the procedure 900 goes over to 920.

at 915 can the procedure 900 select a gear other than the gear described at 905 in the circuit diagram. The other gear or gear is a gear that can be selectively engaged with a clutch other than the gear output from the circuit diagram. For example, if the circuit diagram includes a third speed transmission gear (eg, gear 424 out 4 ) in the fourth gear (eg gear 426 out 4 at a speed of 30 km / h and the fourth gear selectively via synchronizers in a second clutch (eg 4 ), the process can 900 instead, in response to the wear of the second clutch, shift to fifth gear (eg, gear 428 out 4 ) from third gear. Thus, the newly planned upshift changes from shifting with the second clutch to fourth gear for shifting with the first clutch to fifth gear. The procedure 900 goes over to 920.

at 920 puts the procedure 900 a position of shift forks for upshifting. In particular, the method positions 900 Forks for engaging the synchronizer for the next gear (eg, the gear that was requested to engage) so that the next gear can be engaged. The procedure 900 goes over to 925.

at 925 determines the procedure 900 a value of a vehicle stability metric or a vehicle stability parameter for current vehicle operating conditions. The vehicle stability metric may be an amount of lateral acceleration of the vehicle, wheel slip, yaw, roll or pitch. The vehicle stability metric may be determined from the output of accelerometers, wheel speed sensors and / or body motion sensors. For example, a lateral acceleration sensor may indicate that a vehicle lateral acceleration is 0.4 Gs to provide a value of 0.4 for a vehicle stability metric or a vehicle stability parameter. The procedure 900 goes over to 930.

at 930 assess the procedure 900 whether the vehicle stability metric determined at 925 is lower than a threshold. The threshold may be determined empirically and stored in a memory of the controller. For example, the threshold for the vehicle stability metric may be 0.9 Gs, and the vehicle stability metric may be 0.4 Gs. If the procedure 900 judges that the value of the vehicle stability metric is greater than (Greater Than - GT) the threshold, the answer is yes and the method 900 goes over to 940. Otherwise, the answer is no and the procedure 900 goes over to 935.

at 935 gives the procedure 900 a requested torque to the power train and wheels via the engine and / or the electric machine (eg 120 off 1A ) out. In one example, the requested or desired torque is a wheel torque (eg, an amount of torque for delivery to vehicle wheels). The requested torque may be determined based on an accelerator pedal position and vehicle speed. A first portion of the requested torque may be assigned to the engine while a second portion of the requested torque is assigned to the electric machine such that the sum of engine torque and torque of the electric machine provides the requested torque to the vehicle wheels. The procedure 900 goes to the end after the requested torque has been issued.

at 940 assess the procedure 900 Whether a state of charge (SOC) is a battery (eg, the electrical energy storage device 132 out 1A ) Lower (Lower Than LT) is considered to be a threshold. The threshold SOC may be determined empirically and stored in the memory of the controller. If the SOC is lower than a threshold, the battery can store and consume additional charge. If the procedure 900 judged that the current battery SOC is lower than a threshold, the answer is yes and the method 900 goes over to 965. Otherwise, the answer is no and the procedure 900 goes over to 945.

at 965 the procedure begins 900 the requested upshift based on the transmission shift schedule and decreases a torque of the transmission output shaft via the electric machine (eg 120) 1A ) during an inertia phase of the upshift. In one example, the procedure takes 900 a power transmission torque via the electric machine, which may result in the vehicle stability metric exceeding the vehicle stability threshold. Alternatively, the procedure takes 900 the power transmission torque via the electric machine to reduce the vehicle stability metric to a value below the vehicle stability threshold.

In one example, the method subtracts 900 the value of the vehicle stability metric from the vehicle stability threshold to determine a vehicle stability error; if the result is negative, the procedure takes 900 For example, during the inertia phase of the upshift (the inertia phase is a part of the upshift in which the vehicle speed is synchronized with a torque of a next gear or meshing gear), a torque is output via the electric machine (eg, 120) 1A ) from the power train to reduce the vehicle stability error to zero or a positive value. For example, the vehicle stability error may be input to a proportional / integral controller that outputs an amount of torque to be absorbed by the transmission. However, the amount of torque absorbed by the transmission may be limited by characteristics or conditions of the battery or electric machine. If the electric machine does not have enough capacity to receive sufficient torque from the transmission to provide zero or zero vehicle stability error, additional power transmission torque reductions may be provided at 970. The vehicle stability metric may be determined a plurality of times during the course of the upshift, such that the torque of the electric machine may be tested a plurality of times during the upshift. In this way, the power transmission torque can be feedback controlled in real time based on the vehicle stability metric.

In a second example, the method 900 record the power transmission torque during the inertia phase of the upshift of the transmission gear based on empirically determined values stored in a memory. For example, the electric machine may receive an empirically determined amount of torque from the powertrain during the upshift inertia phase to reduce powertrain disturbances and the likelihood that the vehicle stability is further compromised when the vehicle stability metric is equal to or greater than the vehicle stability threshold.

In a third example, the method 900 begin to reduce the power transmission torque during the inertia phase of an upshift in response to the electric machine exceeding the vehicle empirically determined threshold, and increase the power transmission torque amount received by the electric machine so that the vehicle stability metric is reduced to one value rises, but does not exceed, a second empirically determined threshold. In this way, the vehicle may be operated at or below the second vehicle stability threshold or the second vehicle stability limit. The procedure 900 goes over to 970.

at 970 can the procedure 900 interrupt the engine torque by retarding an engine firing point and / or increase a duration (eg, a period from start to end of upshift) of the upshift and increase a duration of clutch slip during the inertia phase of the upshift for a torque not in the inertia phase of the engine Upshifting is absorbed by the electric machine. In one example, the procedure reduces 900 the powertrain torque at the transmission output shaft, which is not picked up by the electric machine and could cause the vehicle stability metric to exceed the vehicle stability threshold, by delaying the engine ignition timing or increasing the upshift and slip duration of the next clutch (eg, the clutch that controls the vehicle stability metric) new gear being engaged, providing torque). Alternatively, the process reduces 900 the power transmission torque at the transmission output shaft by increasing an engine ignition delay or increasing the duration of the upshift so that the vehicle stability metric can be reduced to a value below the vehicle stability threshold. Further, the amount of power transmission torque reduction provided by the engine may be determined based on or in dependence on a value of the vehicle stability metric. Likewise, an increased period of upshift duration may be performed in response to or depending on a value of the vehicle stability metric.

In one example, as the vehicle stability metric approaches the vehicle stability threshold, the upshift increases until the vehicle stability metric reaches the vehicle stability threshold, whereupon the engine firing timing is delayed. This may allow vehicle fuel efficiency to remain higher because engine torque is not prematurely disrupted during shifting. Similarly, the amount of spark retard can be reduced and the duration of the upshift reduced as the value of the vehicle stability metric decreases and decreases from the value of the vehicle stability threshold toward increased vehicle stability. When the value of the vehicle stability metric reaches or exceeds the vehicle stability threshold, engine torque may be reduced to reduce the likelihood of further impairment of vehicle stability. Further, the clutch slip (eg, a difference in input speed and output speed of the clutch when the clutch is transmitting torque) may be increased as the vehicle stability metric approaches the vehicle stability threshold to further reduce the torque of the transmission output shaft. The clutch slip may be increased by reducing the pressure of fluid supplied to the clutch. Conversely, clutch slippage can be reduced by increasing the pressure of fluid supplied to the clutch.

In another example, based on empirically determined values stored in a table or function indexed based on a vehicle stability error and the amount of torque received via the electric machine, the upshift time may be increased and the engine ignition timing may be delayed. The table outputs an ignition delay amount and a transmission upshift duration. The procedure 900 goes over to 975.

at 975 describes the procedure 900 an alternative method for determining the upshift time. Specifically, the upshift period may be varied depending on the power transmission torque (eg, the transmission output shaft torque) during the upshift inertia phase, the vehicle stability threshold, and clutch slip power (eg, an amount of energy delivered by the clutch during shifting) a torque input to the clutch and a clutch input and output speed can be estimated). For example, a table or function may empirically include specific upshifts for each possible transmission upshift (eg, shifting from the first to the second gear, shifting from the second to the third gear and shifting from the third to the fourth gear), and may Table or function on the torque during the inertia phase, the vehicle stability threshold and the clutch slip switching energy to be indexed. The table or function outputs the upshift time. The procedure 900 goes over to 980.

at 980 puts the procedure 900 the transmission upshift time, the engine ignition timing, and the torque of the electric machine according to the values of the upshift duration, the engine ignition timing, and the torque of the electric machine included in at least one of the steps 970 . 975 . 960 . 950 and 955 were determined. The transmission upshift duration may be increased by reducing the pressure of fluid supplied to a clutch that is actuated to perform an upshift. The reduced clutch pressure may reduce the clutch slip such that the torque transfer capacity of the clutch may be reduced, whereby the transmission shift duration may be increased from the beginning of the transmission shift to the end of the transmission shift when the clutch transfer torque is completely locked on the next gear. The clutch slip time (eg, duration of clutch slippage from when the clutch begins to transmit torque until the clutch is fully locked during a transmission shift) may also be prolonged, when pressure applied to a clutch is reduced during a transmission shift.

at 945 assess the procedure 900 Whether engine torque interruption over an increased spark timing is desired. The procedure 900 may further judge, via information from a user input, a vehicle operating mode, or vehicle operating conditions, whether an engine torque interrupt is desired. For example, engine torque interruption may be desired when a human driver enables engine torque interruption for the purpose of increasing vehicle stability. Alternatively, the method 900 in response to the vehicle being in a sport or power mode, judging that engine torque interruption is desired. In yet another example, the method 900 Judge that a motor torque interruption is desired based on a magnitude of a vehicle stability fault. If the procedure 900 judges that engine torque interruption is desired, the answer is yes and the procedure goes 900 to 960 above. Otherwise, the answer is no and the procedure 900 goes over to 950.

at 960 interrupts the process 900 the engine torque by delaying an engine ignition timing. Furthermore, the method 900 increase a duration of the upshift and increase a duration of the clutch slip (eg, a time period from an existing clutch slip to a locked clutch) during the inertia phase of the upshift. In one example, the procedure reduces 900 the power transmission torque at the transmission output shaft that could cause the vehicle stability metric to exceed the vehicle stability threshold by delaying the engine ignition timing or increasing the upshift and slip duration of the next clutch (eg, the clutch engaging the new gear that is engaged); supplies a torque). Alternatively, the process reduces 900 the power transmission torque at the transmission output shaft by increasing an engine ignition delay and / or increasing the duration of the upshift so that the vehicle stability metric can be reduced to a value below the vehicle stability threshold. Further, the amount of power transmission torque reduction provided by the engine may be determined based on or depending on a value of the vehicle stability metric. Likewise, an increased period of upshift duration may be performed in response to or depending on a value of the vehicle stability metric.

In one example, as the vehicle stability metric approaches the vehicle stability threshold, the upshift increases until the vehicle stability metric reaches the vehicle stability threshold, whereupon the engine firing timing is delayed. This may allow vehicle fuel efficiency to remain higher because engine torque is not prematurely disrupted during shifting. Similarly, the amount of spark retard can be reduced and the duration of the upshift reduced as the value of the vehicle stability metric decreases and decreases from the value of the vehicle stability threshold toward increased vehicle stability. When the value of the vehicle stability metric reaches or exceeds the vehicle stability threshold, engine torque may be reduced to reduce the likelihood of further impairment of vehicle stability. Further, the clutch slip (eg, difference in input speed and output speed of the clutch when the clutch is transmitting torque) may be increased as the vehicle stability metric approaches the vehicle stability threshold to further reduce the torque of the transmission output shaft.

In another example, the engine firing timing may be increased based on empirically determined values stored in a table or function indexed based on a vehicle stability error and the amount of torque received via the electric machine. The table outputs an ignition delay amount and an upshift duration. In another example, the upshift time may be determined as described at 975. The procedure 900 goes over to 980.

at 950 extends the procedure 900 the duration of the upshift based on a torque in the portion of the inertia phase of the upshift that may increase the value of the vehicle stability metric to a value above the vehicle stability threshold. In one example, the switching duration is increased as described at 955. In another example, the method 900 increase the upshift time based on the extent to which the vehicle stability metric exceeds a first empirically determined threshold such that the vehicle stability metric may increase to, but not exceed, a value of a second empirically determined threshold. In other words, the upshift time can be incrementally after the vehicle stability metric has exceeded the first vehicle stability threshold and does not exceed the second vehicle stability value. In this way, the vehicle may be operated at or below the vehicle stability threshold or a vehicle stability limit. The procedure 900 goes over to 955.

at 955 determines the procedure 900 the upshift time depending on the power transmission torque (eg, the transmission output shaft torque) during the upshift inertia phase, the vehicle stability threshold, and a clutch slip energy (eg, an amount of energy delivered by the clutch during shifting) through a torque input can be estimated at the clutch and a clutch input and output speed). For example, a table or function may empirically include specific upshifts for each possible transmission upshift (eg, shifting from the first to the second catch, shifting from the second to the third gear and shifting from the third to the fourth gear) and may Table or function on the torque during the inertia phase, the vehicle stability threshold and the clutch slip switching energy to be indexed. The table or function outputs the upshift time. The procedure 900 goes over to 980.

In this way, the likelihood that the vehicle stability is reduced by increasing the shift-up duration, increasing the engine ignition delay, increasing the torque received by an electric machine from a power transmission, and / or increasing the transmission clutch slip can be reduced. Increasing the shift duration as well as decreasing the engine torque via spark retard reduces the torque supplied to the transmission output shaft. The reduced transmission output torque may provide additional vehicle stability. Further, the vehicle stability can be improved by reducing a wheel torque by receiving a transmission output torque via an electric machine disposed downstream of the transmission.

The procedure off 9 provides a powertrain operating method comprising: adjusting a clutch pressure of the transmission during an upshift from a first gear to a second gear to adjust the slip of a clutch in response to a vehicle stability control parameter exceeding a threshold. In a first example of the method, the method further includes the vehicle stability control parameter being an estimate of a vehicle yaw rate. A second example of the method optionally includes the first example and further includes the vehicle stability control parameter being an estimate of a vehicle roll rate. A third example of the method optionally includes any one or more or each of the first and second examples, and further includes the vehicle stability control parameter being an estimate of vehicle lateral acceleration. A fourth example of the method optionally includes any one or more or each of the first to third examples, and further includes the clutch transmitting torque to the second gear during an upshift and further including transmitting torque to the third gear via the coupling. A fifth example of the method optionally includes any one or more or each of the first to fourth examples, and further comprising reducing a slip time of the clutch in response to the vehicle stability control parameter not exceeding the threshold and the vehicle stability control parameter decreasing from the threshold. A sixth example of the method optionally includes any one or more or each of the first to fifth examples, and further includes adjusting a slip of the clutch in response to a battery state of charge. A seventh example of the method optionally includes any one or more or each of the first to sixth examples, and further comprising adjusting engine torque over an ignition timing in response to the vehicle stability control parameter exceeding the threshold.

The procedure off 9 Also provides a powertrain operating method comprising: adjusting a transmission torque amount received via an electric machine during an inertia phase of the upshift in response to a vehicle stability control parameter while upshifting a transmission from a first gear to a second gear. In a first example of the method, the method further includes where the inertia phase is part of the upshift, wherein one engine speed is synchronized with a speed of a next gear. A second example of the method optionally includes the first example, and further comprising adjusting a clutch pressure of the transmission in response to the vehicle stability control parameter. A third example of the method optionally includes any one or more or each of the first and second examples, and further includes a clutch pressure in response that a vehicle stability control parameter exceeds a threshold is reduced. A fourth example of the method optionally includes any one or more or each of the first to third examples, and further includes the amount of torque transferred through the electric machine during the inertia phase in response to a vehicle stability control parameter exceeding a threshold , is increased. A fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes charging a battery via the electric machine during the inertia phase of the upshift, unless the battery state of charge is greater than a threshold. A sixth example of the method optionally includes any one or more or each of the first to fifth examples, and further includes delaying ignition of an engine coupled to the transmission in response to the battery charge state being greater than during the upshift the threshold. A seventh example of the method optionally includes any one or more or each of the first to sixth examples, and further includes the transmission being a dual clutch transmission.

The procedure off 9 Also provides a powertrain operating method, comprising: adjusting a clutch pressure of a transmission clutch during an upshift in response to a vehicle stability control parameter such that torque applied to the wheels of a vehicle via a power train does not cause the vehicle stability parameter to exceed a vehicle stability control threshold. In a first example of the method, the method further comprises adjusting a torque of an electric machine during an upshift so that the torque applied to the wheels of the vehicle via the power train does not cause the vehicle stability control parameter to exceed the vehicle stability control threshold. A second example of the method optionally includes the first example and further comprises adjusting a torque of an engine during upshifting by adjusting the spark timing so that the torque applied to the wheels of the vehicle via the powertrain does not cause the vehicle stability control parameter to exceed the vehicle stability control threshold.

Now, referring to 10 an exemplary operating sequence for the hybrid power transmission shown. The sequence off 10 can according to the procedure 9 together with or in conjunction with the system 1A - 4 to be provided. In the 10 Gradients shown occur simultaneously and are aligned in time.

The first course from the top in 10 is a progression of a vehicle stability metric over time. The vertical axis represents a value of the vehicle stability metric and the value of the vehicle stability metric increases in the direction of the arrow of the vertical axis. Higher vehicle stability metric values indicate reduced vehicle stability. Lower vehicle stability values indicate increased vehicle stability. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. A horizontal line 1002 represents a vehicle stability threshold. Vehicle stability metric values across the horizontal line 1002 may be less desirable.

The second course from the top in 10 FIG. 10 is a history of a state of the vehicle top shift request over time. An upshift of the vehicle is requested when the trace is at a higher level near the arrow of the vertical axis. An upshift of the vehicle is not requested when the trace is at a lower level near the horizontal axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

The third course from the top in 10 is a history of a state of charge (SOC) of a battery over time. The vertical axis represents the battery SOC and the SOC increases in the direction of the arrow of the vertical axis. The SOC is a low value on the horizontal axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. A horizontal line 1004 represents an SOC threshold. When the battery SOC is greater than the level of the horizontal line 1004 , the battery or electrical energy storage device does not pick up charge from the electric machine. The battery or electrical storage device picks up charge if the trace is less than the threshold 1004 or is at a lower level than this one.

The fourth course from the top in 10 is a history of an upshift time (eg, a period from start to end of upshift) over time. The vertical axis represents the upshift and the upshift increases in the direction of the vertical axis arrow. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

The fifth course from the top in 10 is a history of engine ignition delay over time. The vertical axis represents the engine ignition delay and the engine ignition delay increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

The sixth course from the top in 10 is a curve of a negative torque of an electric machine (eg by the electric machine (eg 120 off 1A torque absorbed when the electric machine is operated in generator or alternator mode) over time. The vertical axis represents negative torque of the electric machine, and the magnitude of the negative torque of the electric machine increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

At a time T20, the value of the vehicle stability metric is lower than the threshold 1002 and an upshift of the transmission is not requested, as indicated by the trace of the upshift request being at a lower level. The duration of the upshift of the transmission is a low value, since no upshifting of the transmission is requested. The engine ignition is not decelerated because the trace of the engine ignition delay is at a lower level. The negative torque of the electric machine is at a lower level, indicating that the electric machine does not receive torque from the power train of the hybrid vehicle.

Between time T20 and time T21, the value of the vehicle stability metric increases to indicate reduced vehicle stability. The vehicle stability metric may increase as a vehicle enters a corner of a road or lane. An upshift of the transmission is not requested and the battery state of charge is at a higher level above the threshold 1004 , The battery will not charge when the battery SOC is at the level shown. An upshift of the transmission is not requested and the shift duration is a low value.

At time T21, an upshift of the transmission is requested. Upshifting of the transmission may be requested in response to a transmission shift schedule, a vehicle speed, and a desired torque. The battery SOC remains above the threshold 1004 such that the negative torque of the electric machine is zero in response to the requested upshift. However, the shift duration is in response to the upshift request and that the vehicle stability is at the threshold 1002 is increased to a longer duration (eg a longer duration). By increasing the shift duration, powertrain torque disturbances that may occur during an inertia phase of an upshift may be reduced, such that the torque at the vehicle wheels may be reduced compared to a shorter duration of the upshift. Further, the engine spark retard is increased so that the spark timing for best engine torque is delayed away from the minimum spark timing. Delaying the engine firing timing reduces engine torque, but may reduce engine fuel efficiency. The engine spark retard is at a higher level to indicate that the engine torque is reduced over a greater amount of spark retard. Increasing the shift duration and engine spark delay may increase the likelihood that the vehicle stability metric will be the threshold 1002 exceeds, decrease.

Between the time T21 and a time T22, an upshift is performed in response to the upshift request, and the upshift is performed with a longer upshift duration and a reduced engine torque. The vehicle stability metric is reduced as time approaches time T22. The vehicle stability metric may be reduced when a vehicle leaves a corner of a road or a lane.

At time T22, a second upshift of the transmission is requested in response to vehicle conditions including the transmission shift schedule, the vehicle speed, and the requested torque. The vehicle stability metric is at a lower level to indicate that the vehicle is operating under stable conditions. The battery SOC remains above the threshold 1004 , Thus, the switching duration is shortened and the amount of ignition delay is zero, so that the Power transmission torque is not reduced in response to the vehicle stability metric. Furthermore, the power transmission torque received by the electric machine is substantially zero.

Between the time T22 and a time T23, an upshift is performed in response to the upshift request, and the upshift is performed with a shorter upshift duration and with the requested engine torque. The vehicle stability metric is increased as time approaches time T23. The battery SOC will be at a level below the threshold 1002 decreases while a charge is consumed via the electric machine.

At time T23, an upshift of the transmission is requested. The battery SOC is now below the threshold 1004 so that the electric machine can absorb torque from the power train. The amount of negative torque absorbed by the transmission is increased because the SOC value is lower. By supplying the torque to the electric machine, the torque can be converted into electrical energy stored in the battery or electrical energy storage device. In this example, the capacity of the electric machine to store charge during the upshift is less than the amount of energy provided during the upshift so that the engine torque is reduced to further reduce the power transmission torque. The ignition delay at time T23 is much less than the ignition delay used at time T21 to reduce the power transmission torque. The switching time is short, so that clutch wear can be reduced. Such a power transmission operation may be provided when the vehicle is operated in a mode other than the sport mode, such as a touring mode, in which the vehicle performance is reduced as compared with the vehicle operated in a sport mode.

Between the time T23 and a time T24, an upshift is performed in response to the upshift request, and the upshift is performed with a shorter upshift duration and with the requested engine torque. The vehicle stability metric is increased as time approaches time T23.

At a time T24, a further upshift of the transmission is requested. The battery SOC remains below the threshold 1004 so that the electric machine can absorb torque from the transmission and convert the torque into electrical energy stored in the battery or electrical energy storage device. In this example, the capacity of the electric machine to store charge during the upshift is less than the amount of energy provided during the upshift so that a power transmission torque at the vehicle wheels is reduced by increasing a duration of the upshift. However, the amount of torque taken by the electric machine is at a higher level. The engine ignition is not decelerated at time T24, so the engine torque is quickly available. Such a power transmission operation may be provided when the vehicle is operated in a sports mode, such as a sports mode, in which the vehicle performance is increased compared to the towing vehicle mode vehicle.

Thus, vehicle stability can be improved in various ways during different vehicle operating conditions. For example, vehicle stability may be improved by increasing an upshift time so that less torque is provided to the vehicle wheels as vehicle stability decreases. Further, transmission output torque may be picked up by an electric machine or reduced by engine spark retard response in response to lower vehicle stability. Reducing the wheel torque reduces the likelihood that vehicle stability will continue to decrease. Further, powertrain torque disturbances that may occur due to the shifting may be reduced to improve the driveability of the vehicle. In some examples, vehicle stability may be adjusted over the shift duration, engine torque, and torque of the electric machine, such that vehicle stability may approach, but does not exceed, a vehicle stability threshold or vehicle stability limit.

Now referring to 11 and 12 a method for adjusting clutches of a transmission is shown. The procedure off 11 and 12 can be used as executable instructions stored in a nonvolatile memory of one or more controllers in the system 1A - 4 be involved. Furthermore, sections of the procedure may vary 11 and 12 to act by the operations in 1A - 4 shown controls to transmit a state of a device or an actuator in the reality. This in 11 and 12 The method shown may act in conjunction and cooperation with other methods described herein. The procedure off 11 and 12 can be applied to transfer functions of couplings 126 and 127 to set in 4 are shown.

at 1105 assess the procedure 1100 Whether the engine should be connected to the wheels to meet vehicle operating requirements. For example, the engine may be connected to the wheels when a desired or requested driver torque is greater than a threshold level. However, the engine may be decoupled from the wheels if the desired or requested driver torque is less than the threshold level. If the procedure 1100 judged that the engine should be connected to the wheels to meet the vehicle operating requirements, the answer is yes and the method 1100 goes over to 1135. Otherwise, the answer is no and the procedure 1100 goes over to 1110.

at 1110 assess the procedure 1100 whether a clutch adjustment is desired. Clutch adjustment may be desired after the vehicle has traveled a threshold distance. Further, clutch adjustment may be desired when the vehicle transmission is accelerated or decelerated more or less than desired while the clutch is being closed. In other cases, clutch adjustment may be desired if the vehicle in which the clutch is operated has not been driven for a long period of time. If the procedure 1100 judges that a clutch adjustment is desired, the answer is yes and goes the procedure 1100 to 1115 above. Otherwise, the answer is no and the procedure 1100 goes over to 1135.

at 1115 assess the procedure 1100 Whether the power train of the hybrid vehicle is operating in a series mode. The procedure 1100 can judge that the power train of the hybrid vehicle is operating in a straight line mode when the engine is running and burning fuel with clutches of the transmission open. Further, torque from an electric machine (eg, 120) may drive the vehicle including the engine. Sensors (eg, synchronizer position sensors) in the transmission may indicate the position of the transmission clutches. If the procedure 1100 judges that the power transmission of the hybrid vehicle is operating in a series mode, the answer is Yes and the method 1100 goes over to 1120. Otherwise, the answer is no and the procedure 1100 goes over to 1140.

at 1140 assess the procedure 1100 whether the hybrid power transmission operates in a purely electric drive mode or electric vehicle mode. The procedure 1100 can judge that the hybrid power transmission is operating in a purely electric drive mode when the engine is stopped spinning (eg, no air or fuel is being burned) and an electric machine disposed in the transmission provides torque to propel the vehicle or decelerate. If the procedure 1100 judges that the hybrid power transmission is operating in a purely electric drive mode, the answer is yes and the method 1100 goes over to 1145. Otherwise, the answer is no and the procedure 1100 goes over to 1150.

at 1145 starts the procedure 1100 and accelerates the engine to a desired speed (eg, a speed at a threshold speed above or below a speed of the transmission input speed that rotates at a higher speed of the two transmission input speeds). Alternatively, the engine speed may be accelerated to the engine idle speed. The engine is operated in a speed control mode to achieve the desired engine speed. The procedure 1100 goes over to 1120.

at 1150 assess the procedure 1100 whether the hybrid power transmission is operated in a parallel mode or not. The procedure 1100 can judge that the hybrid power transmission is operating in a parallel mode when the engine is coupled to the vehicle wheels through a closed clutch. Further, the electric machine (eg, 120) may provide torque to the power train. If the procedure 1150 judged that the hybrid power transmission is operating in a parallel mode, the answer is yes and the method 1100 goes over to 1155. Otherwise, the answer is no and the procedure 1100 returns to 1115.

at 1155 puts the procedure 1100 the torque input to the transmission to a torque of substantially zero (eg +10 Nm). The torque input to the transmission may be adjusted by adjusting the engine torque or adjusting the torque of the electric machine disposed downstream of the transmission. The engine torque may be adjusted by adjusting a position of a throttle or other torque actuator. The procedure 1100 goes over to 1160.

at 1160 opens the procedure 1100 the transmission clutches to decouple the engine from the vehicle wheels. The gearbox clutches are opened so that no torque is transmitted through the clutches. The procedure 1100 goes over to 1120.

at 1120 chooses the procedure 1100 from which coupling should be adjusted. In one example, the method chooses 1100 first the first clutch (eg 126) off. After the first clutch has been adjusted, the second clutch (eg 127) is adjusted. However, in other examples, the clutch selected for adjustment is a clutch that provides a torque transfer capacity that is different from what might be expected. The procedure 1100 goes to 1125 after the clutch to be adjusted is selected.

at 1125 puts the procedure 1100 the selected clutch according to the method 12 one. In particular, a transfer function that describes the operation of the clutch can be adjusted to improve the engagement and disengagement of the clutch. The vehicle may move on a road and may be driven only by a torque provided by the electric machine disposed downstream of the transmission when a clutch adjustment is performed. After setting the selected clutch, the procedure goes 1100 to 1130 above.

at 1130 assess the procedure 1100 whether adjustment of other couplings is desired. Alternatively, the same clutches may be adjusted a second time to confirm the adjustment procedure. If the procedure 1100 judged that an additional clutch adjustment is desired, the answer is yes and the procedure returns 1100 to 1115 back. Otherwise, the answer is no and the procedure 1100 goes over to 1135.

at 1135 operates the procedure 1100 the hybrid power transmission according to a desired mode and set transfer functions for the transmission clutches. The desired hybrid mode may be based on the wheel torque of the driver's demand, the battery SOC, and other vehicle operating conditions. The hybrid power transmission may be operated in a pure electric mode, a hybrid vehicle series mode, and a hybrid vehicle parallel mode. When the hybrid power transmission is operated in a purely electric vehicle mode in response to vehicle operating conditions, the rotation of the engine is stopped and the engine no longer burns fuel and no air. When the hybrid power transmission is operated in a series mode in response to vehicle operating conditions, the engine continues to burn fuel and air and the transmission clutches are open. When the hybrid power transmission is operated in a parallel mode in response to vehicle operating conditions, the engine speed is controlled to a speed synchronous with one of the transmission input shafts and a transmission clutch is closed. The procedure 1100 Transitions to the end after hybrid power transmission operates in a desired mode in response to vehicle operating conditions.

Now referring to 12 turns a procedure 1200 the transmission at 1205 may be in a highest gear or the gear with the highest gear. For example, the procedure 1200 Shift the transmission to sixth gear when the transmission is a six-speed gearbox. The transmission can be switched by repositioning the transmission shift forks in the gear. The procedure 1200 goes over to 1210.

at 1210 controls the process 1200 the engine speed to provide a desired speed difference from a desired speed of the transmission input shaft connected to the clutch being adjusted and engine speed. The engine is operated in a speed control mode. In the speed control mode, the engine speed corresponds to a desired speed that may be constant or varied while varying the engine torque to achieve the desired engine speed. The engine speed may be controlled to a speed above or below the desired speed of the transmission input shaft. In some examples, the desired transmission input speed may be a function of the meshing gear and the vehicle speed. In addition, the torque of an integrated starter / generator coupled to the engine can be set to zero. The procedure 1200 goes over to 1215.

at 1215 moves the procedure 1200 optionally changing the engine from a speed control mode to a torque control mode. In the torque control mode, the engine torque corresponds to a desired torque while the engine speed may vary. In one example, an instruction is given that the engine torque corresponds to a torque at which the engine speed remains at the desired speed mentioned at 1210. If the command is given that the engine is in one Torque control mode is operated, the integrated starter / generator is commanded to operate in a speed control mode. The speed of the integrated starter / generator and the engine speed are controlled to a speed above or below a speed of a transmission input shaft coupled to the clutch being adjusted. The procedure 1200 goes over to 1220.

at 1220 increases the procedure 1200 the torque capacity of the clutch selected for adjustment and then reduced by adjusting a command for clutch torque capacity. The clutch torque capacity command may be converted to a clutch apply pressure (eg, the pressure of fluid supplied to the clutch). The clutch apply pressure may then be converted to a command to a pressure control valve or a pressure control pump as in 13 to be discussed. Furthermore, the method determines 1200 the actual pressure of fluid supplied to the clutch to adjust the torque capacity of the clutch. The clutch torque capacity is a quantity of torque that the clutch can transmit from the input side of the clutch to the output side of the clutch, or vice versa. The clutch torque capacity may be increased from a low value to a high value and then decreased from the high value to the low value. The procedure 1200 goes over to 1225.

at 1225 puts the procedure 1200 the torque of the engine and / or the integrated starter / generator to compensate for adjusting the clutch torque capacity. The engine torque and / or the integrated starter / generator torque are adjusted simultaneously with the clutch torque capacity setting. The torque of the motor and / or the integrated starter / generator will / will be as in 14A and 14B discussed so that the speed of the transmission input shaft coupled to the clutch being adjusted is maintained at a speed based on the vehicle speed and the engaged transmission gear. For example, if the engine is in a torque control mode and provides a constant amount of torque, the integrated starter / generator torque is adjusted to maintain the engine and drive motor speed at the desired engine speed. When the engine is in a speed control mode and the integrated starter / generator torque is zero or a constant value, the engine torque is adjusted to maintain the engine speed at the desired engine speed. The procedure 1200 goes over to 1230.

at 1230 puts the procedure 1200 the torque of the electric machine disposed downstream of the transmission (eg, 125) to maintain a desired wheel torque. The torque of the electric machine is adjusted in response to the torque transmitted via the clutch being adjusted, and the torque transmitted via the clutch being adjusted may be determined based on the change in the engine torque or the change in the engine torque Torque of the integrated starter / generator can be estimated. For example, when the engine torque or the integrated-starter / generator torque is increased to maintain the engine speed, the torque of the electric machine disposed downstream of the transmission is reduced by a corresponding amount to exceed the torque transmitted by the engine the clutch is transmitted to the transmission input shaft, compensate. Similarly, the torque of the electric machine disposed downstream of the transmission is increased by a corresponding amount to balance the torque transmitted from the transmission input shaft to the engine via the clutch when the engine torque or the torque of the integrated starter / Generator is reduced to maintain the engine speed. The torque of the electric machine is adjusted while the clutch is operated and released, and while the torque of the engine and integrated starter / generator is adjusted. The procedure 1200 goes over to 1235.

at 1235 saves the procedure 1200 Values of clutch pressure and changes in engine torque and / or integrated starter / generator measured during operation and release of the clutch for the requested clutch torque capacities in the controller's memory. The procedure 1200 goes over to 1240.

at 1240 puts the procedure 1200 Values of the clutch transfer function that describe the relationship between clutch apply fluid pressure and engine torque change and / or integrated starter / generator. The torque change of the engine and / or the integrated starter / generator is an estimate of the clutch torque capacity. In one example, the values are stored in a table or function that may be described as a transfer function that relates the clutch apply fluid pressure (eg, the pressure of fluid supplied to the clutch being adjusted) to clutch torque capacity , The old values in the Transfer functions can be replaced with new values or the transfer function can be revised based on an average of the old values and the new values. The procedure 1200 goes over to 1245.

at 1245 opens the procedure 1200 the clutch being set completely. The procedure 1200 goes over to the end after the clutch that is set is opened.

Now referring to 13 a block diagram is shown showing a transfer function and how it can be applied to control a clutch. A requested clutch torque transmission capacity 1305 is used to transfer a function 1310 to index. The requested clutch torque transfer capacity (eg, an amount of torque that a clutch can transfer from its input to its output) may be from an empirically determined clutch actuation profile stored in memory or from an analytical solution. The transfer function 1310 describes a relationship between a torque transmitting capacity and a pressure exerted on the clutch to provide the torque transmitting capacity. The relationship may be described by a curve or series of points interpolated therebetween. The transfer function can be set by replacing inaccurate value of the transfer function with more accurate ones. For example, torque transmitted via the clutch, as described elsewhere herein, may be estimated by determining an amount of torque provided by a motor to drive one side of the clutch at a uniform, substantially constant speed (e. B. +50 rpm) while the clutch is closed and the clutch pressure is monitored. In particular, for a given clutch pressure, the engine outputs a torque that can be determined by a motor current to maintain the clutch at a uniform, substantially constant speed. The torque estimate from the engine may be a torque value in the transfer function 1310 which corresponds to the clutch apply pressure that resulted in the torque value determined by the engine. The output of the transfer function 1310 becomes a second transfer function 1315 entered.

The transfer function 1315 converts the print output from the transfer function 1310 into a duty cycle or other valve position command. The valve position command is sent to a valve 1320 output. The valve 1320 controls a fluid, that of the clutch 126 , in the 4 is shown is supplied. A gear pump 412 leads the pressure control valve 1320 Fluid from a transmission oil pan 411 to. It should be noted that in some examples, the clutch torque transfer capacity may be converted directly to a valve command via a single transfer function. Such a transfer function can be set in a similar manner. Hydraulic fluid becomes a clutch 127 fed via a similar system having similar components and configuration. The gear pump 412 can be driven electrically or by the motor.

With reference to 14A is an exemplary timeline 1400 for performing a clutch adjustment operation according to the methods described herein 1100 and 1200 and after application to the herein and with reference to 1A - 4 shown systems. The timeline 1400 includes a history 1405 indicating an engine speed over time. A line 1410 represent a speed of a transmission input shaft (eg, 402, 404) to a dual clutch transmission (eg, 125) 1400 also includes a history 1415 indicative of clutch pressure over time, clutch pressure ranging from higher pressure closing (eg, blocking) the clutch to lower pressure opening (eg, fully unlocked) the clutch over time can. The timeline 1400 also includes a history 1420 indicating torque of an integrated starter / generator (ISG) (eg, 142) over time. Alternatively, the engine torque can be controlled simultaneously.

In the following description, it will be understood that the dual clutch transmission in which the clutch adjustment operation is performed may include a first clutch (eg, 126) and a second clutch (eg, 127). Further, it should be understood that the dual clutch transmission may include a first input shaft (eg, 402) and a second input shaft (eg, 404). The clutch adjustment process may be performed on either the first clutch, at which an input shaft speed that is in 14A is illustrated, which may correspond to the first input shaft, or be performed on the second clutch, wherein an input shaft speed, the in 14A is illustrated, which may correspond to the second input shaft. For the sake of simplicity, a single clutch pressure and a single input shaft speed are indicated, so it is understood that the clutch adjustment operation is performed on a clutch in which the input shaft speed thus corresponds to this one clutch. For the sake of clarity It is understood that the in the example timeline 1400 Clutch is the first clutch (eg, 126), with the input shaft speed corresponding to the first input shaft (eg, 402).

At a time T25, the motor is rotating at a constant speed. The first clutch is closed, which is why the engine torque is transmitted via the first clutch to vehicle wheels and through the first input shaft to a power train of the vehicle. The ISG torque is slightly negative, which is why the ISG operates in a generator operating mode. Thus, it is understood that the vehicle is operated at the time T25 in a parallel mode of the hybrid electric vehicle operation.

At time T26, a first clutch pressure is reduced to 0, thereby opening the clutch. It will be understood that the vehicle may be operated in a straightforward mode of hybrid electric vehicle operation in response to opening of the clutch. Between time T26 and time T27, the engine speed is reduced below the first input shaft speed. The engine speed is reduced by decreasing the engine torque and increasing the amount of negative torque applied to the engine for a period above the ISG before the negative torque applied to the engine is reset to the negative initial torque. In other words, the load on the engine is increased via the ISG for a period between times T26 and T27 before returning to the ISG determined initial load.

At time T27, the first clutch pressure is raised above zero, but below a point of contact, at which the clutch capacity may be measurable. The extent to which the clutch pressure is increased above zero at time T27 may, in some instances, be a function of inter-component variability and change over time.

Between time T27 and time T28, the first clutch pressure is slowly increased or increased. At time T28, the first clutch begins to carry a capacity, wherein carrying the capacity may refer to the engine being coupled to the first input shaft by a measurable amount via the first clutch. In other words, the torque capacity of the first clutch is increased. The negative ISG torque is increased to regulate the engine speed in the presence of increased clutch capacity. The motor torque can be kept constant to improve the accuracy of the torque change measurement. In other words, excess torque that might otherwise accelerate the engine may instead be picked up by the ISG to keep the engine speed constant since increasing the torque capacity of the clutch tends to increase torque on the engine since the first input shaft torque is greater is as a motor torque. As the clutch capacity is increased between time T28 and time T29, the amount of negative ISG torque thus increases accordingly.

Between the time T29 and a time T30, the clutch pressure is kept constant and thus the negative ISG torque is indicated as being constant. In other words, a constant amount of excess torque that is a consequence of the difference between the input shaft speed and the engine speed may be received by the ISG operating in the regenerative mode.

At time T30, a first clutch pressure is started to decrease. As clutch capacity is reduced between time T30 and time T31, excess torque becomes less and less due to an input shaft speed greater than an engine speed when the first input shaft is decoupled from the engine.

At time T31, the clutch pressure decreases to a point where there is no measurable clutch capacity. For example, the point at which the clutch pressure reaches the unmeasurable clutch capacity may be the same as the clutch pressure indicated at time T27. Between time T31 and time T32, the clutch pressure is further reduced, and at time T32 the clutch pressure decreases to zero, fully opening the first clutch.

Between time T32 and time T33, the engine speed is controlled to match the desired input shaft speed by operating the engine in a speed control mode in response to a desired return to a hybrid electric vehicle parallel operation, as discussed above. At time T33, the first clutch may respond in response to the Motor speed corresponds to the first input shaft speed, closed to connect the motor to the first input shaft.

With reference to 14B is now an exemplary timeline 1450 for performing a clutch adjustment operation according to the methods described herein 1100 and 1200 and after application to the herein and with reference to 1A - 4 shown systems. The timeline 1450 includes a history 1455 indicating an engine speed over time. A line 1460 represent a speed of a transmission input shaft (eg, 402, 404) to a dual clutch transmission (eg, 125) 1450 also includes a history 1465 indicative of clutch pressure over time, with clutch pressure ranging from closed (eg, locked) to open (eg, fully unlocked) over time. The timeline 1450 also includes a history 1470 indicating torque of an integrated starter / generator (ISG) (eg, 142) over time. The timeline 1450 is essentially the same as 14A except that an engine speed is controlled above the input shaft speed rather than the engine speed being controlled below the input shaft speed. Aspects of the timeline 1450 due to the engine speed being controlled above the input shaft speed from the time axis 1400 will be discussed accordingly in the description below.

In the following description, similar to the previous one for 14A It should be understood that the dual clutch transmission in which the clutch adjustment operation is performed may include a first clutch (eg, 126) and a second clutch (eg, 127). Further, it should be understood that the dual clutch transmission may include a first input shaft (eg, 402) and a second input shaft (eg, 404). The clutch adjustment process may be performed on either the first clutch, at which an input shaft speed that is in 14B is illustrated, which may correspond to the first input shaft, or be performed on the second clutch, wherein an input shaft speed, the in 14B is illustrated, which may correspond to the second input shaft. For the sake of simplicity, a single clutch pressure and a single input shaft speed are indicated, so it is understood that the clutch adjustment operation is performed on a clutch in which the input shaft speed thus corresponds to this one clutch. For the sake of clarity, it is understood that the in the exemplary time axis 1450 is the first clutch (eg, 126), with the input shaft speed corresponding to the first input shaft (eg, 402).

At a time T25b, the engine is rotating at a constant speed. The first clutch is closed, which is why the engine torque is transmitted via the first clutch to vehicle wheels and through the first input shaft to a power train of the vehicle. The ISG torque is slightly negative, which is why the ISG operates in a generator operating mode. Thus, it is understood that the vehicle is operated at a time T25b in a parallel mode of the hybrid electric vehicle operation.

At a time T26b, a first clutch pressure is reduced to 0, thereby opening the clutch. It will be understood that the vehicle may be operated in a straightforward mode of hybrid electric vehicle operation in response to opening of the clutch. Between time T26b and time T27b, the engine speed is increased above the first input shaft speed. The engine speed is increased by increasing the amount of torque (positive torque) applied to the engine for a period above the ISG before the torque applied to the engine is returned to the negative starting torque. In other words, the ISG may provide the engine with increased torque to increase engine speed between times T26b and T27B above input shaft speed. Further, the engine may be in a speed control mode in which the engine torque is increased to increase the engine speed to the desired engine speed.

At time T27b, a first clutch pressure is raised above zero, but below a touch point, at which the clutch capacity may be measurable. The extent to which the clutch pressure is increased above zero at time T27b may, in some instances, be a function of inter-component variability and change over time.

Between time T27b and time T28b, the first clutch pressure is slowly increased or increased. At time T28b, the first clutch begins to carry a capacity, wherein carrying the capacity may refer to the engine being coupled to the first input shaft by a measurable amount via the first clutch. The ISG torque (positive torque) provided to the engine is increased to increase the engine speed in the presence of increasing clutch capacity regulate. The motor torque can be kept constant to improve the accuracy of the torque change measurement. In other words, a torque deficit that might otherwise decelerate the engine may instead be compensated for by the increasing ISG torque to keep the engine speed constant, since increasing the torque capacity of the clutch tends to reduce torque on the engine since the engine torque may increase first input shaft torque is lower than a motor torque. As the clutch capacitance increases between time T28b and time T29b, the positive ISG torque thus increases accordingly.

Between time T29b and time T30b, the clutch pressure is kept constant and thus the positive torque applied to the engine via the ISG is indicated as being constant. In other words, the engine torque is held constant via a positive torque applied to the engine via the ISG, although the input shaft speed is below the engine speed.

At time T30b, a first clutch pressure is started to decrease. As clutch capacity is reduced between time T30b and time T31b, the torque deficit becomes less and less due to an input shaft speed becoming less and less as the first input shaft is decoupled from the engine.

At time T31b, the clutch pressure decreases to a point where there is no measurable clutch capacity. For example, the point at which the clutch pressure reaches the unmeasurable clutch capacity may be the same as the clutch pressure indicated at time T27b. Between the time T31b and a time T32b, the clutch pressure is further reduced, and at time T32b, the clutch pressure decreases to zero, thereby fully opening the first clutch.

Between time T32b and time T33b, engine torque is controlled to match the desired input shaft speed by operating the engine in response to a desired return to hybrid electric vehicle parallel operation in a speed control mode, as discussed above. At time T33b, the first clutch may be closed in response to the engine speed corresponding to the first input shaft speed to connect the engine to the first input shaft.

Referring to the in 14A - 14B Illustrated exemplary time axes, both timelines have represented conditions in which the vehicle system was at least partially powered by the engine prior to the clutch adjustment operation, and further indicated that the vehicle system has at least partially returned to the engine after the clutch adjustment operation. However, in some examples, the vehicle system may be operated in a purely electrical mode with, for example, an electric machine (eg, 120) driving the vehicle alone. In such a condition, the engine may be started first (prior to performing the clutch adjustment operation) with open clutches. The engine speed may either be below the input shaft speed (as with respect to FIG 14A discussed) or on the input shaft speed (as with reference to FIG 14B discussed). When the engine has been started, the clutch adjusting operation can be carried out as described without modification. Upon completion of the clutch adjustment operation, an engine shutdown may be performed instead of returning to a vehicle operating mode in which the vehicle is at least partially powered by the engine, as in FIG 14A-B illustrates that the engine is driven only by power from the electric machine, as described above.

Thus, the procedures stand out 11 - 12 A power transmission operating method comprising: adjusting values of a transfer function of a clutch of a dual-clutch transmission in response to an operating condition of an engine and / or an operating condition of an integrated starter / generator coupled to the engine while a vehicle is being driven by an electric machine is coupled to the dual clutch transmission; and maintaining a driver's demand torque on vehicle wheels by adjusting a torque of the electric machine in response to the operating condition of the engine and / or the operating condition of the integrated starter / generator. In a first example of the method, the method further includes where the operating condition is a torque output or a current input, and wherein the electric machine provides the driver demand torque, and further comprising actuating the clutch according to the set values of the transfer function. A second example of the method optionally includes the first one Example, and further includes combusting air and fuel in the engine and sending a command to the engine for a constant torque during adjustment of the values of the transfer function. A third example of the method optionally includes any one or more or each of the first and second examples and further includes increasing a clutch pressure during adjustment of the values of the transfer function. A fourth example of the method optionally includes any one or more or each of the first to third examples, and further includes operating the integrated starter / generator and / or an engine in a speed control mode and maintaining a substantially constant engine speed during adjustment of the values the transfer function. A fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes increasing and then decreasing the pressure of fluid supplied to the clutch. A sixth example of the method optionally includes any one or more or each of the first to fifth examples and further includes shifting the dual clutch transmission into a gear that reduces powertrain torque disturbances in response to a request to set the values of the transfer function. A seventh example of the method optionally includes any one or more or each of the first through sixth examples, and further includes the gear that reduces power-transmitting torque interference being a maximum gear of the dual-clutch transmission.

Another example of a power transmission operating method includes: disconnecting a motor from an input shaft of a dual clutch transmission in response to a request to set a transfer function of a clutch of the dual clutch transmission; Operating the engine in a torque control mode after releasing the engine from the dual clutch transmission while an electric machine provides a desired wheel torque; and adjusting a clutch pressure of the transfer function in response to an operating condition of an integrated starter / generator coupled to the engine, wherein the transfer function is adjusted depending on when the clutch begins to transfer the torque after the pressure of fluid that is the fluid Coupling is increased. In a first example of the method, the method further includes the operating condition being a torque output or current input, and further comprising operating the integrated starter / generator in a constant speed control mode. A second example of the method optionally includes the first example and further comprises providing the desired wheel torque by adjusting the torque output of the electric machine in response to a power or torque output of the integrated starter / generator. A third example of the method optionally includes any one or more or each of the first and second examples, and further includes shifting the dual clutch transmission into a gear that reduces powertrain torque disturbances. A fourth example of the method optionally includes any one or more or each of the first and second examples and further includes adjusting the transfer function to clutch pressures that are greater than the clutch pressure at which the clutch begins to transmit torque. A fifth example of the method optionally includes any one or more or each of the first to fourth examples, and further includes the clutch transmitting torque from the engine and the integrated starter / generator to the electric machine. A sixth example of the method optionally includes any of one or more or each of the first to fifth examples, and further comprises adjusting a fluid pressure applied to the clutch in response to the adjusted transfer function.

Another example of a power transmission operating method includes setting values of a transmission function of a clutch of a transmission in response to an operating condition of an engine and / or an operating condition of an integrated starter / generator coupled to the engine while a vehicle is being driven by an electric machine which is coupled to the transmission; and maintaining a driver's demand torque on vehicle wheels by adjusting a torque of the electric machine in response to the output of the transmission, an output of the transmission depending on the torque capacity of the clutch, a torque capacity of the clutch in response to a change in the torque of the engine, and integrated starter / Generator, a change in the torque of the engine and integrated starter / generator in dependence on the torque of the integrated starter / generator, when the engine torque is constant. In a first example of the method, the method further includes that the transmission is a dual-clutch transmission.

Now referring to 15 FIG. 10 is a flowchart of a method of operating a power train of a powertrain of a hybrid vehicle 100 shown. The procedure off 15 can be used as executable instructions stored in a nonvolatile memory of one or more controllers in the system 1A - 4 be involved. Furthermore, it may be in sections of the method 15 to act by the operations in 1A - 4 shown controls to transmit a state of a device or an actuator in the reality. This in 15 The method shown may act in conjunction and cooperation with other methods described herein.

at 1505 determines the procedure 1500 Vehicle operating conditions. Vehicle operating conditions may include, but are not limited to, a transmission actuator position, a vehicle speed, a currently engaged gear, a vehicle speed, engine operating conditions, a requested wheel torque, and operating conditions of the electric machine. The vehicle operating conditions may be communicated to a transmission controller via a vehicle system controller or other controls in the vehicle. The procedure 1500 goes over to 1510.

at 1510 assess the procedure 1500 whether the vehicle is in a purely electric drive mode. The vehicle is driven only by a torque generated by an electric machine during the purely electric drive mode. In one example, the method may 1500 judge that the vehicle is in a purely electric drive mode when the vehicle speed is zero and the electric machine (eg, 120 off 1A ) provides a torque to drive the vehicle. The engine does not burn air and fuel. Further, both clutches of the dual clutch transmission (eg, 125) are in an open condition. In other examples, a value of a bit or bytes in memory may provide an indication of the vehicle mode. If the procedure 1500 judges that the vehicle is in a purely electric drive mode, the answer is Yes and the method 1500 goes over to 1515. Otherwise, the answer is no and the procedure 1500 goes over to the end.

at 1515 determines the procedure 1500 Conditions for shifting the transmission while the vehicle is in a purely electric drive mode. In one example, the switching conditions are determined empirically and stored in a circuit diagram stored in the memory of the controller. The circuit diagram indicates when an upshift and downshift is requested. In one example, an upshift and downshift may be scheduled in response to a vehicle speed and a desired wheel torque. For example, the transmission may be shifted from the first gear to the second gear at a vehicle speed of 5 km / h if the requested wheel torque 10 Nm is. The procedure 1500 goes over to 1520.

at 1520 assess the procedure 1500 Whether a transmission shifting is required. The procedure 1500 may make the judgment based on values stored in the transmission circuit diagram described at 1515. If the procedure 1500 judges that a transmission shift is requested, the answer is yes and the procedure 1500 goes over to 1525. Otherwise, the answer is no and the procedure 1500 goes over to the end.

wobei compensation_tq das Drehmoment ist, um die Getriebekomponenten zu beschleunigen, estimated_synchro_tq ein geschätztes Drehmoment einer Synchronisierungsvorrichtung ist und gear_ratio das Übersetzungsverhältnis zwischen der elektrischen Maschine (z. B. 120) und der Synchronisierungsvorrichtung ist, die das nächste Zahnrad während des Schaltens in Eingriff bringt. Diese Gleichung kann angewendet werden, wenn das Drehmoment der Synchronisierungsvorrichtung bekannt ist. Wenn das Drehmoment der Synchronisierungsvorrichtung nicht bekannt ist, können in einigen Beispielen die folgenden Gleichungen angewendet werden: $$estimated\text{\_}input\text{\_}acc=\left(input\text{\_}speed\text{-}last\text{\_}input\text{\_}speed\right)\text{/}\left(sample\text{\_}time\right)$$

$$estimated\text{\_}syncro\text{\_}tq=\left(estimated\text{\_}input\text{\_}acc\right)\left(known\text{\_}input\text{\_}inertia\right)$$

$$compensation\text{\_}tq=\left(estimated\text{\_}syncro\text{\_}tq\right)\left(gear\text{\_}ratio\right)\text{,}$$

wobei estimated_input _acc eine geschätzte Beschleunigung einer Getriebeeingangswelle ist, input_speed eine aktuelle Getriebeeingangswellendrehzahl ist, last_input_speed eine letzte vorangehende Getriebeeingangswellendrehzahl ist, sample_time eine Abtastzeit der Getriebeeingangswelle ist, estimated_synchro_tq ein geschätztes Drehmoment der Synchronisierungsvorrichtung ist, known_input_inertia die bekannte Trägheit der Getriebekomponenten ist, compensation_tq das Drehmoment ist, um die Getriebekomponenten zu beschleunigen, und gear_ratio das Übersetzungsverhältnis zwischen der elektrischen Maschine (z. B. 120) und der Synchronisierungsvorrichtung ist, die das Zahnrad während des Schaltens in Eingriff bringt. Diese Gleichung kann angewendet werden, wenn das Drehmoment der Synchronisierungsvorrichtung nicht bekannt ist. Das Verfahren 1500 geht zu 1530 über, nachdem das Drehmoment zum Beschleunigen der Getriebekomponenten bestimmt wurde, während das Getriebe geschaltet wird und sich das Fahrzeug in einem rein elektrischen Antriebsmodus befindet.at 1525 predicts or determines the procedure 1500 a real-time torque to accelerate transmission components according to the next gear (eg, the gear being shifted into, or the gear being engaged). The prediction or determination of the torque to accelerate the transmission components may, as in 16A - 16D be provided described. In one example, the torque to accelerate the transmission components may be determined by the following equation: $$cOmpensatiOn\text{\_}tq=\left(estimated\text{\_}syncrO\text{\_}tq\right)\left(Gear\text{\_}ratiO\right)\text{.}$$

wherein compensation_tq is the torque to accelerate the transmission components, estimated_synchro_tq is an estimated torque of a synchronization device, and gear_ratio is the gear ratio between the electric machine (eg, 120) and the synchronization device that engages the next gear during shifting. This equation can be applied when the torque of the synchronization device is known. If the torque of the synchronizer is not known, the following equations may be used in some examples: $$estimated\text{\_}input\text{\_}acc=\left(input\text{\_}speed\text{-}last\text{\_}input\text{\_}speed\right)\text{/}\left(sample\text{\_}time\right)$$

$$estimated\text{\_}syncrO\text{\_}tq=\left(estimated\text{\_}input\text{\_}acc\right)\left(knOwn\text{\_}input\text{\_}inertia\right)$$

$$cOmpensatiOn\text{\_}tq=\left(estimated\text{\_}syncrO\text{\_}tq\right)\left(Gear\text{\_}ratiO\right)\text{.}$$

wherein estimated_input _acc is an estimated acceleration of a transmission input shaft, input_speed is a current transmission input speed, last_input_speed is a last preceding transmission input speed, sample_time is a transmission input sampling time, estimated_synchro_tq is an estimated torque of the synchronization device, known_input_inertia is the known inertia of the transmission components, compensation_tq is the torque to accelerate the transmission components, and gear_ratio is the gear ratio between the electric machine (eg, 120) and the synchronizer that engages the gear during shifting. This equation can be applied if the torque of the synchronizer is not known. The procedure 1500 Transitions to 1530 after the torque for accelerating the transmission components has been determined while the transmission is being shifted and the vehicle is in a purely electric drive mode.

at 1530 communicates the process 1500 the torque to accelerate the transmission components from a transmission control (eg 354 3 ) to other vehicle controls (eg the control of the electric machine 352 on 3 ). Alternatively, the vehicle system controller (eg, 12 on 3 ) communicate the torque for accelerating the transmission components to the controller of the electric machine. The torque for accelerating the transmission components is applied by the control of the electric machine to balance the torque to accelerate various transmission components (eg, countershaft, gears, output sides of clutches, etc.) to the wheel speed, wherein the axle teeth and any other teeth between the transmission output shaft and the vehicle wheels are taken into account. For example, the command is given to higher torque of the electric machine when the shifting accelerates transmission components to a higher speed such that vehicle speed is not reduced and torque disturbance due to acceleration of most of the components in the transmission can not be observed. The command for higher torque is based on the torque accelerating the components of the transmission after shifting to the desired speed of the transmission components, which is the transmission output speed before shifting multiplied by the next transmission ratio. In this way, the wheel speed may remain substantially constant while the transmission is switched and the engine is stopped. The onset of transmission of torque to accelerate the transmission components may occur prior to actual transmission shifting to tune the torque setting of the electric machine with the timing of the actual shift, thereby compensating for delays in data transmission. The procedure 1500 goes over to 1535.

at 1535 sends the procedure 1500 a command according to the gearshift plan to the gearshift. Actuators in the transmission move the shift forks to engage synchronizer devices of the next gear in response to the transmission shift command. The transmission clutches are open while the vehicle is in the all-electric drive mode, so that the electric machine loses energy by turning the motor. The procedure 1500 goes over to 1540.

at 1540 puts the procedure 1500 the torque of the electric machine that drives the gearbox (eg 125 off 3 ) in response to the torque accelerating the transmission components to a desired speed after the next gear is engaged. Further, the torque of the electric machine is adjusted in response to the wheel torque of the driver's demand. Thus, torque of the electric machine = driver demand torque times an axle ratio (if any) + the torque to accelerate or decelerate the transmission components, with the accelerated transmission components being related to the circuit. The torque of the electric machine is adjusted simultaneously with or simultaneously with the transmission circuit. After adjusting the torque of the electric machine, the procedure goes 1500 over to the end.

The procedure off 15 provides a power transmission operating method, comprising: communicating torque from a transmission to accelerate transmission components from a first speed to a second speed, wherein first and second clutches of a dual clutch transmission are open, wherein the communicating is performed while an electric machine that on a point downstream of the dual clutch transmission is coupled to the dual clutch transmission, provides a torque to drive a vehicle. In a first example of the method, the method further includes communicating from one transmission controller to another controller of the vehicle remote from the transmission. A second example of the method optionally includes the first example and further includes stopping a rotation of an engine coupled to the dual clutch transmission while the electric machine provides torque to drive the vehicle. A third example of the method optionally includes any one or more or each of the first and second examples and further includes sending a command to the dual clutch transmission to make a gear shift to accelerate the transmission components from the first speed to the second speed. A fourth example of the method optionally includes any one or more or each of the first to third examples, and further includes the transmission components including an output side of either the first clutch or the second clutch. A fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes the transmission components including a countershaft and a transmission input shaft. A sixth example of the method optionally includes any one or more or each of the first to fifth examples, and further includes the torque for accelerating the transmission components based on an output speed of the transmission and an inertia of the transmission components.

The procedure off 15 Also provides a powertrain operating method, comprising: shifting a dual clutch transmission from a first gear to a second gear while torque of an engine coupled to the dual clutch transmission is zero and while an electric machine is rotating an output shaft of the dual clutch transmission; Transmission is switched from the first gear to the second gear in response to a circuit diagram based on the vehicle speed. In a first example of the method, the method further comprises adjusting a torque output of the electric machine in response to the switching of the dual-clutch transmission while the engine speed is zero. A second example of the method optionally includes the first example, and further comprising communicating a compensation torque to the electric machine, wherein the compensation torque is a response to the second gear. A third example of the method optionally includes any one or more or each of the first and second examples, and further includes determining the balance torque from an inertia of the transmission components coupled to the second gear. A fourth example of the method optionally includes any one or more or each of the first to third examples and further includes the transmission components including a countershaft and an input side of a clutch. A fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes driving a vehicle via the electric machine during shifting of the dual clutch transmission. A sixth example of the method optionally includes any one or more or each of the first to fifth examples, and further comprising adjusting an output torque of the electric machine in response to a demand torque of a human driver.

The procedure off 15 also provides a powertrain operation method, comprising: communicating vehicle parameters to a transmission controller from a controller in a vehicle that does not correspond to the transmission controller; and shifting gears of a transmission while an engine directly coupled to two clutches of the transmission has ceased to rotate and an electric machine disposed downstream of the transmission in a power train drives the vehicle on a road, wherein the two clutches remain open during gear shifting, shifting the gears through the transmission control in response to the vehicle parameters. In a first example of the method, the method further comprises communicating torque from the transmission controller to accelerate transmission components from a first speed to a second speed, wherein the two clutches of the transmission are open.

Now referring to 16A FIG. 10 is a first block diagram for determining an amount of torque to accelerate transmission components associated with the transmission circuit while the vehicle is in a purely electric drive mode. The procedure from the block diagram 1600 can look in the process 15 be used.

The transmission control (eg 354 off 3 ) gives an estimated torque for accelerating the transmission components (eg, synchronizers, gears, countershafts, an output side of a clutch, etc.) to a multiplier block 1608 out. If, for example, an upshift from the third Gear in the fourth gear of the transmission 125 , this in 4 is shown, the rotational speed of the next gear (eg, 426), that of the fourth gear, along with the speed of the synchronization device 484 , the speed of the intermediate gear 442 , the speed of the input shaft 404 and the speed of the input side of the clutch 127 , in the 4 shown are changed. In one example, the estimated torque to accelerate the transmission components may be the inertia of the components times the angular acceleration from the original speed of the transmission components to the desired speed after the next gear has been engaged. At block 1604 the gear ratio is input between the electric machine and the transmission components, which are accelerated or decelerated, which is multiplied by the torque to block the transmission components 1608 to accelerate to provide a balancing torque. The compensation torque is at block 1608 to a summation point 1610 outputted where it is added to the driver demand torque. The output of the summation point 1610 becomes the control of the electric machine 352 as a torque request of the electric machine.

Now referring to 16B FIG. 12 is a second block diagram for determining an amount of torque to accelerate transmission components associated with the transmission circuit while the vehicle is in a purely electric drive mode. The procedure from the block diagram 1620 can look in the process 15 be used.

The speed of the transmission input shaft is at block 1622 entered. A previous value of the speed of the transmission input shaft is at block 1604 stored in a memory. The previous speed of the transmission input shaft, by block 1624 is subtracted from the current speed of the transmission input shaft, by block 1622 at the summation point 1630 is issued. The output of the summation point 1630 gets into a low pass filter 1632 entered. The output of the low-pass filter 1632 becomes at block 1634 entered where they pass through a sampling time 1628 of an input shaft speed sensor, the block 1622 provides the speed of the input shaft. The output of block 1634 is multiplied by the inertia of the transmission components due to the transmission shift 1626 at block 1636 be accelerated. The output of block 1636 is multiplied by a gear ratio between the electric machine and the transmission components due to the transmission circuit 1637 at block 1638 be accelerated. The output of block 1638 is a balancing torque for shifting the transmission to avoid disturbances of the power transmission torque and vehicle speed disturbances. The output of block 1638 will be at a summation point 1640 to a driver's demand torque 1642 added. The output of the summation point 1640 becomes the control of the electric machine 352 as a torque request of the electric machine.

Now referring to 16C Figure 3 is a third block diagram for determining an amount of torque to accelerate transmission components associated with the transmission circuit while the vehicle is in a purely electric drive mode. The procedure from the block diagram 1650 can look in the process 15 be used.

The speed of the transmission output shaft is at block 1,652 entered. A previous value of the speed of the transmission output shaft is at block 1653 stored in a memory. The previous speed of the transmission input shaft, by block 1653 is subtracted from the current speed of the transmission input shaft, by block 1,652 at the summation point 1655 is issued. The output of the summation point 1655 becomes at block 1656 entered where they pass through a sampling time 1657 of an input shaft speed sensor, the block 1,652 provides the speed of the output shaft. The output of block 1656 becomes at block 1658 is multiplied by a ratio of a previous ratio of a locked gear (eg, previous gear). The output of block 1658 is at the summation point 1664 from the output of block 1662 subtracted.

The speed of the transmission input shaft is at block 1659 entered. A previous value of the speed of the transmission input shaft is at block 1660 stored in a memory. The previous speed of the transmission input shaft, by block 1660 is subtracted from the current speed of the transmission input shaft, by block 1659 at the summation point 1661 is issued. The output of the summation point 1661 is by a sampling time 1663 of an input shaft speed sensor, the block 1659 provides the speed of the input shaft. The output of block 1662 is in the summation point 1664 entered.

The output of the summation point 1664 gets into a low pass filter 1665 entered. The output of the low-pass filter 1665 becomes at block 1666 entered where they match the inertia of the transmission components is multiplied, due to the transmission circuit 1667 be accelerated. The output of block 1666 is multiplied by a gear ratio between the electric machine and the transmission components due to the transmission circuit 1680 at block 1668 be accelerated. The output of block 1668 is a compensation torque for shifting the transmission to avoid disturbances of the power transmission torque and vehicle speed disturbances. The output of block 1668 will be at a summation point 1669 to a driver's demand torque 1671 added. The output of the summation point 1669 becomes the control of the electric machine 352 as a torque request of the electric machine.

Now referring to 16D Figure 4 is a fourth block diagram for determining an amount of torque to accelerate transmission components associated with the transmission circuit while the vehicle is in a purely electric drive mode. The procedure from the block diagram 1675 can look in the process 15 be used.

block 1680 provides a circuit-like function to recover from predetermined values of positive torque compensation 1678 , a negative torque compensation 1679 and no torque compensation 1677 (eg, zero) based on a determination of whether gear shifting speeds up components of the transmission or decelerates components of the transmission. The determination may be based on whether the shift is upshifting or downshifting. The determination is in a switch 1680 entered at 1676 and the determination causes block 1680 one of 1678, 1679 and 1677 to a summation point 1682 outputs. The output of block 1680 will be at a summation point 1682 to a driver's demand torque 1685 added. The output of the summation point 1682 becomes the control of the electric machine 352 as a torque request of the electric machine.

Now referring to 17A a simulated transmission circuit is shown without compensation of the torque of an electrical machine, which is arranged downstream of the transmission. The sequence can be over the system 1A - 4 be provided when no torque compensation is provided during the shifting of the transmission, wherein the engine is stopped and no air and no fuel burns.

The first course from the top in 17A is a history of a transmission input shaft speed over time. The vertical axis represents the transmission input shaft speed and the transmission input speed increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. A trace 1705 represents a speed of a transmission input shaft that engages odd gears (eg, 1st gear, 3rd gear, and 5th gear) (eg, 402) 4 ). A trace 1710 represents a speed of a transmission input shaft that meshes with straight gears (eg, 2nd gear, 4th gear, and 6th gear) (eg, 404) 4 ).

The second course from the top in 17A is a curve of a torque of the electric machine over time. The vertical axis represents a torque of the electric machine, and the torque of the electric machine increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

The third course from the top in 17A is a progression of vehicle speed over time. The vertical axis represents the vehicle speed, and the vehicle speed increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

At a time T40, the speeds of the transmission input shaft are at a lower level and the torque of the electric machine is at a middle level. The vehicle speed is constant and nonzero. The engine rotational speed is zero and the engine does not burn any air and fuel (not shown).

At a time T41, a transmission shift is initiated so that the speed of the transmission input shaft is at a desired speed in preparation for an engine start. When the next gear is engaged, the speed of the transmission input shaft increases in response to the torque provided by the transmission output shaft via the electric machine located downstream of the transmission (eg, 125). The torque of the electric machine is constant because the electric machine provides the driver's demand torque and the driver's demand torque has not changed (not shown). The vehicle speed is reduced, however, because the Transmission input shafts are accelerated. The decrease in vehicle speed is caused by the net torque supplied to the vehicle wheels decreasing as a portion of the torque of the electric machine accelerates the internal components of the transmission to a new speed, which is a function of the current vehicle speed and the meshing transmission gear is.

At a time T42, the input shafts reach an end speed after the components of the transmission have reached a new speed that is a function of the vehicle speed and the selected gear ratio. The vehicle speed returns too close to its original value before the gearshift and torque of the electric machine remain constant.

Thus, the vehicle speed changes without compensating for the torque of the electric machine that accelerates the transmission components in a manner that may not be desirable. Thus, a compensation of the torque of the electric machine may be desired.

Now referring to 17B a simulated transmission circuit with compensation of the torque of an electrical machine is shown, which is arranged downstream of the transmission. The sequence can be over the system 1A - 4 and the method 15 be provided when a torque compensation for switching the transmission is provided, wherein the engine is stopped and no air and no fuel burns.

The first course from the top in 17B is a history of a transmission input shaft speed over time. The vertical axis represents the transmission input shaft speed and the transmission input speed increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. A trace 1755 represents a speed of a transmission input shaft that engages odd gears (eg, 1st gear, 3rd gear, and 5th gear) (eg, 402). A trace 1760 represents a speed of a transmission input shaft that engages straight gears (eg, 2nd gear, 4th gear, and 6th gear) (eg, 404).

The second course from the top in 17B is a curve of a torque of the electric machine over time. The vertical axis represents a torque of the electric machine, and the torque of the electric machine increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

The third course from the top in 17B is a progression of vehicle speed over time. The vertical axis represents the vehicle speed, and the vehicle speed increases in the direction of the arrow of the vertical axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure.

At a time T45, the speeds of the transmission input shaft are at a lower level and the torque of the electric machine is at a middle level. The vehicle speed is constant and nonzero. The engine rotational speed is zero and the engine does not burn any air and fuel (not shown).

At a time T46, a transmission circuit is initiated so that the speed of the transmission input shaft is at a desired speed in preparation for an engine start. When the next gear is engaged, the speed of the transmission input shaft increases in response to the torque provided by the transmission output shaft via the electric machine (eg, 120) located downstream of the transmission. The torque of the electric machine is increased to compensate for the accelerated components of the transmission in connection with the transmission circuit. The torque of the electric machine is equal to the demand torque plus a balance torque to accelerate the transmission components in response to the transmission shift. There is a slight change in vehicle speed; However, this is significantly lower than in the case where no compensation torque is provided.

At a time T47, the input shafts reach an end speed after the components of the transmission have reached a new speed representing a function of the vehicle speed and the selected gear ratio. The compensation torque is zero at this time, which is why the torque of the electric machine is a same torque as before the transmission circuit.

Thus, providing the compensation torque via the electric machine to the transmission can compensate for the vehicle speed and improve the driveability of the vehicle. The compensation torque may be a predetermined value stored in the memory of the controller, or based on current vehicle conditions, as described herein.

Now referring to 18A and 18B there is shown a method of starting an engine that is no longer rotating in a hybrid power train. The engine may be started while the vehicle in which the engine is located is stationary or stationary. The procedure off 18A and 18B can be used as executable instructions stored in a nonvolatile memory of one or more controllers in the system 1A - 4 be involved. Furthermore, sections of the procedure may vary 18A and 18b to act by the operations in 1A - 4 shown controls to transmit a state of a device or an actuator in the reality. This in 18A and 18B The method shown may act in conjunction and cooperation with other methods described herein. The procedure off 18A and 18B can be applied regardless of whether a first clutch 126 or second clutch 127 after the engine is started.

at 1805 determines the procedure 1800 Vehicle operating conditions. Vehicle operating conditions may include, but are not limited to, an engine speed, a vehicle speed, a desired or requested driver torque, and a torque of the electric machine (eg, 120) disposed downstream of the transmission. The procedure 1800 goes over to 1810.

at 1810 assess the procedure 1800 whether the hybrid power transmission operates in a purely electric drive mode or electric vehicle mode. The procedure 1800 may judge that the hybrid power transmission is operating in a purely electric drive mode when the engine is stopped rotating and an electric machine disposed in the transmission provides torque to propel or decelerate the vehicle. The engine does not burn air and fuel in the all-electric mode. If the procedure 1800 judges that the hybrid power transmission is operating in a purely electric drive mode, the answer is yes and the method 1800 goes over to 1820. Otherwise, the answer is no and the procedure 1800 goes over to 1815.

at 1815 puts the procedure 1800 a desired wheel torque over a motor torque or a motor torque and a torque of the electric machine ready. In one example, a portion of the desired or requested wheel torque is provided by assigning a first portion of the desired wheel torque to the engine and a second portion of the desired wheel torque to the electric machine disposed downstream of the transmission. After providing the desired wheel torque, the process goes 1800 over to the end.

at 1820 assess the procedure 1800 Whether there is a request for increased wheel torque. In one example, the method may 1800 judging that there is a request for increased wheel torque when a current sample of the desired wheel torque is greater than a value of a most recent last sample of the desired wheel torque. If the procedure 1800 judges that there is a request for increased wheel torque, the answer is yes and the method 1800 goes over to 1825. Otherwise, the answer is no and the procedure 1800 goes over to 1825.

at 1825 increases the procedure 1800 in response to a request for increased wheel torque, the torque of the electric machine disposed downstream of the transmission (eg, 125). In particular, the torque of the electric machine may be increased to match the desired wheel torque multiplied by a gear ratio between the electric machine and the wheels and to take into account the wheel roll radius. The procedure 1800 goes over to 1830.

at 1830 activates the procedure 1800 a desired gear ratio and positions a clutch that selectively transmits torque in the desired gear ratio. In one example, the desired gear ratio is based on a vehicle speed and a desired wheel torque. The desired gear ratio can be extracted from a transmission shift map stored in a memory. The transmission shift schedule is indexed about vehicle speed and desired wheel torque. The transmission shift schedule outputs a gear ratio or a desired gear. The clutch, which selectively provides torque in the desired gear ratio, is stroked by fluid, that of the clutch is fed, prepositioned. The coating pressure may be a pressure that moves clutch plates to a position immediately before the clutch transmits torque from an input side of the clutch to an output side of the clutch. The procedure 1800 goes over to 1835.

at 1835 starts the procedure 1800 the engine when the engine is not started. After the engine is started or when the engine is combusting air and fuel, the engine speed is set to a desired speed of the transmission input shaft. The engine speed is accelerated to a speed that is greater than an engine idle speed. This engine speed may be referred to as motor starting speed. Increasing the engine speed increases the capacity of the engine to provide large amounts of torque. If the vehicle in which the engine is operating moves, the engine speed is increased to a desired speed of the transmission input shaft plus a variable offset value. The engine is operated in a speed control mode in which the engine torque is varied such that the engine speed corresponds to a desired engine speed. The procedure 1800 goes over to 1840.

at 1840 assess the procedure 1800 whether the torque of the electric machine, which is arranged downstream of the transmission in the power transmission, is above a threshold value. The procedure 1800 can determine the torque of the electric machine via current that flows into or out of the electric machine. If the procedure 1800 judges that the torque of the electric machine is above the threshold, the answer is Yes and the method 1800 goes over to 1845. Otherwise, the answer is no and the procedure 1800 returns to 1820.

at 1845 puts the procedure 1800 the engine speed and the torque capacity of the clutch selectively transmitting torque to the meshing gear of the transmission in response to the desired wheel torque or requested by the driver wheel torque. A driver or controller may request a wheel torque via an accelerator pedal or a control variable. For example, if the desired wheel torque continues to increase, the desired engine speed may be increased to increase the torque capacity of the engine. Additionally, the torque capacity of the clutch, which selectively transmits torque to the engaged gear, may be increased as the desired wheel torque increases. The torque capacity of the clutch is increased by increasing the pressure of fluid supplied to the clutch. If the desired wheel torque decreases, the desired wheel torque may likewise be reduced to reduce the torque capacity of the engine and the torque capacity of the clutch, which selectively transmits torque to the meshing gear. The procedure 1800 goes over to 1850.

at 1850 assess the procedure 1800 whether the rotational speed of the transmission input shaft transmitting torque to the meshing gear plus an offset rotational speed is greater than a motor starting rotational speed. If the procedure 1800 judges that the rotational speed of the transmission input shaft that transmits a torque to the meshing gear plus an offset rotational speed is greater than the engine starting rotational speed, the answer is Yes and the method 1800 goes over to 1855. Otherwise, the answer is no and the procedure 1800 returns to 1845.

at 1855 out 18B the engine is further operated in the speed control mode and the command is given that the engine speed corresponds to the rotational speed of the transmission input shaft, which transmits a torque to the meshing gear plus an offset speed. Furthermore, the torque capacity of the clutch is further controlled in response to the desired wheel torque. The procedure 1800 goes over to 1860.

at 1860 assess the procedure 1800 whether the acceleration of the engine crankshaft and acceleration of the transmission input shaft selectively transmitting torque to the meshing gear are substantially equal (eg within +10 percent of each other) and whether the speed of the transmission input shaft is a torque to the meshing gear is greater than the engine starting speed. If so, the answer is yes and the procedure 1800 goes over to 1865. Otherwise, the answer is no and the procedure 1800 returns to 1855.

at 1865 reduces the procedure 1800 the offset speed between the desired engine speed and the desired speed of the transmission input shaft, which selectively transmits torque to the meshing gear. By reducing the offset speed, the engine speed and the speed of the transmission input shaft, which selectively transmits torque to the meshing gear, can be brought together. The procedure 1800 goes over to 1870.

at 1870 assess the procedure 1800 whether the speed of the engine crankshaft and the speed of the transmission input shaft selectively transmitting torque to the meshing gear are substantially equal (eg, within +75 rpm). If so, the answer is yes and the procedure 1800 goes over to 1875. Otherwise, the answer is no and the procedure 1800 returns to 1865.

at 1875 locks the procedure 1800 the clutch selectively transmitting torque to the meshing gear. The clutch may be locked by increasing the pressure of fluid supplied to the clutch. The procedure 1800 goes over to 1880.

at 1880 increases the procedure 1800 the engine torque to provide the desired wheel torque. Engine torque may be increased by opening a throttle of the engine, adjusting the engine firing timing, or adjusting other engine torque actuators. The procedure 1800 goes over to the end.

In this way, an engine can be started and an engine torque can be supplied to the power transmission of a hybrid vehicle, so that the probability of power transmission torque disturbances can be reduced. Further, the method may be 18A and 18B be applied if the vehicle in which the engine is operated, is stationary or moves.

The procedure off 18A and 18B provides a powertrain operating method comprising:

Driving a vehicle only via an electric machine while an engine of the vehicle is decoupled from a power train of the vehicle, wherein the electric machine is arranged in the power transmission downstream of a transmission; Shifting gears of the transmission while the rotation of the engine is stopped; and starting the engine and pre-positioning a clutch of the transmission in response to increasing demand torque, wherein the clutch is pre-positioned to partially fill the clutch with fluid and transmit a torque amount through the clutch that is less than or equal to a threshold amount. In a first example of the method, the method further includes where the transmission is a dual clutch transmission and wherein the threshold amount is zero torque. A second example of the system optionally includes the first example and further includes shifting gears with all transmission clutches in an open state. A third example of the method optionally includes any one or more or each of the first and second examples, and further includes performing the shifting of gears in accordance with the vehicle speed. A fourth example of the method optionally includes any one or more or each of the first to third examples and further includes the clutch being selectively coupled to one of a plurality of gears on a countershaft. A fifth example of the method optionally includes any one or more or each of the first to fourth examples, and further includes accelerating the vehicle from zero speed in response to increasing demand torque. A sixth example of the method optionally includes any one or more or each of the first through fifth examples, and further includes speeding the engine in a speed control mode to an engine speed for vehicle drive, wherein the engine speed for vehicle launch is greater than an engine idle speed. A seventh example of the method optionally includes any one or more or each of the first through sixth examples, and further includes switching the transmission to a gear based on a desired engine speed for connecting the engine to the transmission via the clutch.

The procedure off 18A and 18B also provides a powertrain operation method comprising: driving a vehicle only via an electric machine while an engine of the vehicle is decoupled from a power train of the vehicle, wherein the electric machine is disposed downstream of the transmission in power transmission; Starting the engine and pre-positioning a clutch of the transmission in response to increasing demand torque, wherein the clutch is pre-positioned to partially fill the clutch with fluid and transmit an amount of torque through the clutch that is less than or equal to a threshold amount; and accelerating the engine in a speed control mode to a speed greater than a desired transmission input speed in response to the output torque of the electric machine exceeding a threshold. In a first example of the method, the method further comprises increasing a torque transfer capacity of the clutch while accelerating the engine to the speed greater than the desired transmission input speed. A second example of the method optionally includes the first example and further includes that Clutch torque transfer capacity is increased in proportion to a rate of engine acceleration. A third example of the method optionally includes any one or more or each of the first and second examples, and further comprising adjusting the clutch torque transfer capacity in response to an increase in power demand torque. A fourth example of the method optionally includes any one or more or each of the first to third examples, and further comprising maintaining the engine speed at the speed greater than the desired transmission input speed by further maintaining the engine in a speed control mode. A fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes increasing the slip of the clutch in response to a decrease in the desired power transmission torque. A sixth example of the method optionally includes any one or more or each of the first through fifth examples, and further includes receiving the engine speed and demand torque of the transmission at a transmission controller while shifting gears of the transmission while the engine is stopped and during the engine is accelerated in the torque control mode.

With reference to 19A is now an exemplary prospective timeline 1900 for a motor connection algorithm according to the in 18A - 18B illustrated method 1800 and after application to the herein and with reference to 1A - 4 shown systems. The upper graph represents the speed of an engine (eg, 110) and a transmission input shaft (eg, 402, 404) on the vertical axis, while the bottom graph represents torque profiles (wheel torque, engine torque, total engine crankshaft torque). The horizontal axis of both the upper and lower graphs represents time. In particular, the timeline includes 1900 a course 1905 indicating a desired engine speed over time and a course 1910 , which indicates the engine speed over time. The timeline 1900 also includes a history 1915 , which indicates the input shaft speed over time, and a history 1920 indicating the input shaft speed plus an offset over time. The timeline 1900 also includes a history 1923 indicative of a normal engine start speed profile (eg, an engine speed profile for when the engine is in the parked state while the transmission of the vehicle is in the park state and not being started in response to increasing torque demand) over time. The timeline 1900 also includes a history 1925 indicating a desired total wheel torque over time and a course 1930 indicative of actual wheel torque from an electric machine (eg, 120) over time. The timeline 1900 also includes a history 1935 indicating a wheel torque from a starting clutch through the vehicle transmission and the final drive over time. The timeline 1900 also includes a history 1940 indicative of a total torque of the engine crankshaft multiplied by a transmission and final drive ratio over time. arrows 1942 indicate the engine torque required to accelerate engine inertia.

In addition, there is an arrow 1945 Over time, a period between a time T50 and T52 in which the starting clutch (eg, the clutch that is closed to accelerate the vehicle) is open, a double-headed arrow 1950 indicates in time a period between the time T52 and a time T55 in which the starting clutch drags, and an arrow 1955 indicates a time period between the time T55 and a T56, in which the starting clutch is locked.

At time T50, the engine is on and rotating at normal idle speed, which is due to the progression 1910 is specified. In addition, the vehicle is stationary because no torque is transmitted to the wheels, which is indicated by the lack of torque at time T50. While this example timeline illustrates an exemplary condition in which the engine is turned on at idle speed, it should be understood that the description contained herein with respect to the engine connection algorithm may be made if the engine is initially turned off without departing from the scope of this disclosure ,

At time T51, an accelerator operation causes a request for increased wheel torque. Thus, the vehicle is driven via the electric machine between times T51 and T52, with the engine and the dual-clutch transmission (eg, 125) preparing to transfer engine torque to the wheels. Thus, between time T51 and T52, the desired wheel torque increases along a rate limited trajectory to a value determined by the accelerator pedal position (and possibly other signals). Such a rate may be determined by stability limits, handling the rotation of the power transmission system, calibration values, or other values calculated to provide the desired vehicle response.

Accordingly, the wheel torque of the electric machine increases due to the gradient 1930 is between the time T51 and T52 so that it corresponds to the desired torque reference with purely electric drive. The electric drive approach may provide a fast vehicle response, provide a time buffer for preparing the engine and DCT for torque transfer, and allow the electric machine to utilize the wheel torque for traction control, vehicle dynamics control or, if necessary, for accelerator lift to rapidly reduce a decision.

Further, during times T51 and T52, the DCT may prepare the desired input clutch to carry a capacity and disable the desired desired transmission ratio. For example, a clutch actuator (eg 489 off 4 ) are filled with pressurized fluid. For example, in a case where the vehicle is stationary, the desired gear ratio may be the first gear (eg, 420). In a case where the vehicle is moving at the time of pedaling (eg, accelerator pedal position increase), the desired gear may be determined based on an engine torque increase required to the wheel torque demand and the desired engine speed at the time of connection to comply with the engine.

If the engine is running at idle speed control, as in the example timeline 1900 , the desired engine speed may increase. In a case where the vehicle is stationary, as in the example timeline 1900 For example, the desired speed may increase above the idle speed to a value for vehicle drive to provide the engine with more speed capacity for better engine speed regulation with load from the launch clutch and also provide the driver with an indication that the vehicle is responding to the request by the pedal operation. In an example where the vehicle is moving, the desired engine speed may be a desired DCT input shaft speed plus a variable offset speed.

Still further, in a case where it is off, the engine may be started and speed-controlled at the same desired engine speed as discussed above.

At time T52, it is understood that the torque of the electric machine (eg, 120) is above a configurable threshold, which indicates that it is about to run out of power, and further understands that the engine speed is above the desired transmission input shaft speed is.

Accordingly, it is understood that the torque of the electric machine between the time T52 and a time T53 produces a torque above a threshold for the torque of the electric machine (not shown), indicating that it is about to run out of capacity Fulfill the driver's needs. Thus, motor torque can be added to the wheels to achieve the desired wheel torque profile. Adding engine torque to the wheels to achieve the desired wheel torque profile may include engine torque above the desired input shaft speed to transmit positive torque through a slip clutch. In an exemplary condition where the vehicle is stationary, the positive torque may be transmitted without delay by the slipping clutch because the input shaft speed is low. However, in an exemplary condition where the vehicle is moving, there may be a time delay as the engine speed increases above the desired input shaft speed before the clutch may be actuated to transmit positive torque to the transmission. In either case, the clutch torque may be increased at the same rate that the drive motor torque was applied to maintain the transmission torque and vehicle acceleration constant.

In an exemplary condition where the vehicle is stationary, the vehicle speed is low and the input shaft of the transmission used for the starting gear of the vehicle may be below a minimum engine speed that can be used for starting so that the input clutch can grind. to transmit engine torque to the wheels. Since a constant engine speed is desired during such a period, the engine torque may be approximately equal to the increasing clutch torque. The driver demand may dictate the peak torque of the grinding clutch, since the clutch at this time is the device that controls the wheel torque and the vehicle acceleration. Accordingly, the accelerator pedal input and the driver demand can be mapped to the clutch torque while the clutch is dragging. In other words, the clutch torque capacity may be dependent on the driver demand torque.

In an exemplary condition where the vehicle initially moved, the engine speed may be above the desired input shaft speed, and further, the input shaft speed may be above a minimum engine launch speed, thereby allowing positive torque to be transmitted with minimal clutch slip.

Moreover, in response to the driver reducing the desired wheel torque, a combination of decreasing the torque of the electric machine and the torque capacity of the grinding clutch may be made to comply with the reduction in the wheel torque. At this point, the DCT clutches may be opened to place the vehicle back in the electric drive mode, or the vehicle may continue to accelerate, with the launch clutch dragging until the transmission input speed is high enough for the clutch to be at the engine launch speed for the hybrid vehicle drive can be locked.

At time T53, the target input shaft speed increases plus an offset over the starting motor speed. Accordingly, engine speed control may increase engine torque between time T53 and time T54 to correspond to input shaft speed plus an additional offset. The additional offset can be used to maintain the positive slip on the clutch and prevent it from being locked out before it is desired. It is understood that the sliding clutch controls the wheel torque, which does not change the vehicle operation. Accordingly, the time between T53 and T54 may be used to equalize the acceleration between the input shaft and the crankshaft to achieve a smooth clutch lock event by reducing an amount of engine torque increase at the point of lockout to increase power transmission inertia Locking time to maintain the same vehicle acceleration.

At time T54, the crankshaft and the transmission input have the same acceleration and the input speed is above the starting speed. Thus, as soon as the acceleration of the engine crankshaft and input shaft are equal between the time T55 and T56 and the input shaft is above the minimum engine speed to lock the clutch, the offset between the engine speed control target and the input shaft speed is reduced to zero. This may be reduced linearly with time or formed using other means so that the engine speed control may reduce engine torque to bring the two shaft speeds together to allow the clutch to lock. By controlling engine clutch control rather than coordinating engine and clutch torque, engine speed and clutch torque errors can be automatically compensated for and robust stall times determined by a rate at which engine speed reduction is reduced.

At time T55, the engine and input shaft speeds are equalized and lockup of the clutch is achieved. Thus, as soon as the engine and input shaft speeds within a threshold match between T55 and T56, the target input clutch capacity of the DCT can be increased rapidly to lock the clutch without affecting the wheel torque of the powertrain as the speeds and accelerations match exactly can. When the clutch is locked, the torque transmitted by the clutch to the transmission may change from its slip capacity to engine torque minus the torque required to accelerate engine inertia. The more precisely the acceleration of the motor and the input shafts match, if their speeds coincide, the lower the torque difference due to the lockup. The acceleration of the engine may be at least slightly less than the acceleration of the input shaft, so that the speeds intersect and allow locking of the clutch. Accordingly, some torque may be added to the transmission quickly to compensate for additional inertia added to the input clutch by the engine. After the lockout, engine torque transmitted to the wheels by the transmission can be controlled directly by the engine torque control, not the clutch. To maintain the same torque rate in the transmission, it may be necessary for the engine to produce the desired wheel torque contribution from the engine plus torque to maintain the same acceleration rate of engine inertia.

Thus, between time T55 and T56, the transition to a hybrid drive may be completed and the torque of the electric machine may be faded out and the engine torque increased in accordance with power management to achieve a desired torque split between the two of the electric machine and the engine.

With reference to 19B is now an exemplary prospective timeline 1900 for a motor connection algorithm according to the in 18A - 18B illustrated method 1800 and after applying to the here and with reference to 1A - 4 shown systems. In this example, the engine is started while the vehicle in which the engine is on a road rolls. The upper graph represents the speed of an engine (eg, 110) and a transmission input shaft (eg, 402, 404) on the vertical axis, while the bottom graph represents torque profiles (wheel torque, engine torque, total engine crankshaft torque). The horizontal axis of both the upper and lower graphs represents time. In particular, the timeline includes 1950 a course 1905 indicating a desired engine speed over time and a course 1910 , which indicates the engine speed over time. The timeline 1950 also includes a history 1915 , which indicates the input shaft speed over time, and a history 1920 indicating the input shaft speed plus an offset over time. The timeline 1950 also includes a history 1925 indicating a desired total wheel torque over time and a course 1930 indicative of actual wheel torque from an electric machine (eg, 120) over time. The timeline 1950 also includes a history 1935 indicating a wheel torque from a starting clutch through the vehicle transmission and the final drive over time. The timeline 1900 also includes a history 1940 indicative of a total torque of the engine crankshaft multiplied by a transmission and final drive ratio over time. arrows 1942 indicate the engine torque required to accelerate engine inertia.

In addition, there is an arrow 1945 Over time, a period between a time T60 and T62, in which the starting clutch (eg, the clutch which is closed to accelerate the vehicle) is open, a double-headed arrow 1950 indicates, in the course of time, a period between the time T62 and a time T65 at which the starting clutch is dragging, and an arrow 1955 indicates a time period between the time T65 and a T66 in which the starting clutch is locked.

At time T60, the engine is stopped, not rotating and burning no air and fuel as through the course 1910 is specified. In addition, the vehicle rolls over power from the electric machine (eg, 120), as by the actual wheel torque from the electric machine 1930 specified at T50.

At time T61, accelerator operation causes a request for increased wheel torque. Thus, between the time T61 and T62, the vehicle is powered by the electric machine, with the engine and the dual-clutch transmission (eg, 125) preparing to transmit engine torque to the wheels. Thus, between time T61 and T62, the desired wheel torque increases 1925 along a rate limited trajectory to a value determined by the accelerator pedal position (and possibly other signals). Such a rate may be determined by stability limits, handling the rotation of the power transmission system, calibration values, or other values calculated to provide the desired vehicle response.

At time T61, the desired engine speed decreases 1905 to indicate a request to start the engine. The engine is started and begins the input shaft speed of the input shaft coupled to the currently engaged transmission gear plus an offset speed value 1920 to accelerate. The engine is accelerated to its desired speed in a speed control mode.

Accordingly, the wheel torque from the electric machine decreases due to the gradient 1930 is between the time T61 and T62 so that it corresponds to the desired torque reference with purely electric drive. The electric drive approach may provide a fast vehicle response, provide a time buffer for preparing the engine and DCT for torque transfer, and allow the electric machine to utilize the wheel torque for traction control, vehicle dynamics control or, if necessary, for accelerator lift to rapidly reduce a decision.

Further, during time T61 and T62, the DCT may prepare the desired input clutch to carry a capacity and disable the desired desired transmission ratio. For example, a clutch actuator (eg 489 off 4 ) are filled with pressurized fluid. For example, in a case where the vehicle is stationary, the desired gear ratio may be the first gear (eg, 420). In a case where the vehicle is moving at the time of the pedal operation (eg, increase in the accelerator pedal position), the desired gear may be based on a Motor torque increase is determined, which is required to meet the wheel torque demand and the desired engine speed at the time of connection of the engine.

At time T62, it is understood that the torque of the electric machine (eg, 120) is above a configurable threshold, which indicates that it is about to run out of power, and further understands that the engine speed is above the desired transmission input shaft speed is.

Accordingly, it is understood that the torque of the electric machine between the time T62 and a time T63 produces a torque above a threshold for the torque of the electric machine (not shown), indicating that it is about to run out of capacity Fulfill the driver's needs. Thus, motor torque can be added to the wheels to achieve the desired wheel torque profile.

Since a constant engine speed is desired during such a period, the engine torque may be approximately equal to the increasing clutch torque. The driver demand may dictate the peak torque of the grinding clutch, since the clutch at this time is the device that controls the wheel torque and the vehicle acceleration. Accordingly, the accelerator pedal input and the driver demand can be mapped to the clutch torque while the clutch is dragging. In other words, the clutch torque capacity may be dependent on the driver demand torque.

At time T63, the desired input shaft speed plus an offset over the starting engine speed increases. Accordingly, the engine speed control may increase the engine torque between time T63 and time T64 to correspond to the input shaft speed plus an additional offset. The additional offset can be used to maintain the positive slip on the clutch and prevent it from being locked out before it is desired. The time period between time T63 and time T64 may be used to equalize the acceleration between the input shaft and the crankshaft to achieve a smooth clutch lock event by reducing an amount of engine torque increase at the point of lockout with increased inertia of power transmission at the time the blockage to maintain the same vehicle acceleration.

At time T64, the crankshaft and the transmission input have the same acceleration and the input speed is above the starting speed. Thus, as soon as the acceleration of the engine crankshaft and input shaft are equal between the time T65 and T66 and the input shaft is above the minimum engine speed to lock the clutch, the offset between the engine speed control target and the input shaft speed is reduced to zero.

At time T65, the engine and input shaft speed are adjusted and lockout of the clutch is achieved. Thus, as soon as the engine and input shaft speeds within a threshold value coincide between time T65 and T66, the target input clutch capacity of the DCT can be increased rapidly to lock the clutch without affecting the wheel torque of the power transmission system since the speeds and accelerations match exactly can. Thus, between the time T65 and T66, the transition to a hybrid drive can be completed. The engine may be started from a stopped state and accelerated to a speed of a transmission input shaft. One of the transmission clutches may be closed in response to driver demand torque with clutch slip. The closing clutch transmits engine torque to the vehicle wheels to meet driver demand torque. The closing clutch is fully closed after the engine speed and transmission speed are substantially equal.

In this way, the control and estimation of the clutch capacity in a hybrid vehicle having a dual-clutch transmission can be improved. In particular, the control and estimation of the clutch capacity can be improved by schemes for adjusting both the positive clutch transfer function and a negative clutch transfer function.

The technical effect is to recognize that a hybrid vehicle, such as that described above, provides a unique opportunity for controlled clutch adjustment during HEV in-line mode, with an electric machine connected to the wheels to provide propulsion without the engine is connected, and an ISG is connected to the engine. In such an example, power in a battery together with power from the ISG may provide power to the electric machine. Thus, a technical effect is to recognize that engine speed may be varied during in-line operation regardless of wheel speed or input shaft speed. In such a mode, the system may apply pressure to one of the clutches, with the engine speed independently controlled to maintain positive or negative slip, thereby enabling adjustment of the positive and negative clutch transfer functions.

It should be appreciated that the example control and estimation routines included herein may be used with different engine and / or vehicle system arrangements. The control methods and procedures disclosed herein may be stored as executable instructions in nonvolatile memory and executed by the control system including the controller in combination with the various sensors, actuators, and other engine hardware.

Further, portions of the methods may be physical acts that occur in the real world to change a state of a device. The specific operations described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Thus, various illustrated acts, acts, and / or functions may be performed in the illustrated order or in parallel, or omitted in some instances. Likewise, processing order is not necessarily required to achieve the features and advantages of the examples described herein, and is provided for ease of illustration and description. One or more of the illustrated acts, actions, and / or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts, operations, and / or functions may graphically represent code programmed into a nonvolatile memory of the computer readable storage medium in the engine control system, the actions described being accomplished by executing the instructions in a system that includes the various engine hardware components in combination with the electronic engine Control includes running. One or more of the method steps described herein may be omitted if desired.

It should be understood that the configurations and procedures disclosed herein are exemplary in nature and that these specific examples are not to be construed in a limiting sense as numerous variations are possible. For example, the above technique may be applied to V-6, I-4, I-6, V-12, 4-cylinder Boxer and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and assemblies, and other features, functions, and / or properties disclosed herein.

In particular, the following claims set forth certain combinations and sub-combinations that are believed to be novel and not obvious. These claims may refer to "a" element or "first" element or the equivalent thereof. Such claims are to be understood to include the inclusion of one or more such elements and neither require nor preclude two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed through amendment of the present claims or through filing of new claims in this or a related application. Such claims are also considered to be included within the subject matter of the present disclosure regardless of whether they have a further, narrower, equal, or different scope than the original claims.

Claims (15)

A power transmission operating method, comprising: Adjusting values of a transfer function of a clutch of a dual-clutch transmission in response to an operating condition of an engine and / or an operating condition of an integrated starter / generator coupled to the engine while a vehicle is being driven by an electric machine coupled to the dual-clutch transmission ; and Maintaining a driver's demand torque on vehicle wheels by adjusting a torque of the electric machine in response to the operating condition of the engine and / or the operating condition of the integrated starter / generator. Method according to Claim 1 wherein the operating condition is a speed output or current input, and wherein the electric machine supplies the driver demand torque, and further comprising: Actuation of the coupling according to the set values of the transfer function. Method according to Claim 1 further comprising combusting air and fuel in the engine and sending a command to the engine for a constant torque during adjustment of the values of the transfer function. Method according to Claim 1 further comprising increasing a clutch pressure during adjustment of the values of the transfer function. Method according to Claim 1 further comprising operating the integrated starter / generator and / or an engine in a speed control mode and maintaining a substantially constant engine speed during adjustment of the values of the transfer function. Method according to Claim 1 further comprising increasing and then decreasing the pressure of fluid supplied to the clutch. Method according to Claim 1 further comprising shifting the dual clutch transmission into a gear that reduces powertrain torque disturbances in response to a request to set the values of the transfer function. Method according to Claim 7 wherein the gear that reduces the powertrain torque disturbances is a maximum gear of the dual clutch transmission. System comprising: an engine; an integrated starter / generator coupled to the engine; a dual clutch transmission coupled to the engine and including a first clutch and a second clutch; an electric machine coupled to the dual clutch transmission; and a controller including executable instructions stored in a nonvolatile memory for adjusting a transfer function of the first clutch while providing a desired wheel torque via the electric machine, the transfer function being adjusted in response to a condition of the integrated starter / generator , System after Claim 9 wherein the condition is an output torque or an input current, and further comprising: additional instructions to open the first clutch or the second clutch in response to a request to set the transfer function. System after Claim 9 wherein the transfer function describes a relationship between a torque capacity of the first clutch and the pressure of fluid supplied to the first clutch. System after Claim 11 and further comprising additional instructions for increasing and then decreasing the pressure of the fluid supplied to the first clutch in response to the request to set the transfer function. System after Claim 9 , further comprising additional instructions for communicating a request to set the transfer function to other controllers in a vehicle. System after Claim 9 further comprising additional instructions for adjusting the transfer function in response to a vehicle driving distance. System after Claim 9 further comprising additional instructions for activating the first clutch in response to the adjusted transfer function.

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