WO2009024305A2 - Procédé pour gérer des tolérances de transmission - Google Patents

Procédé pour gérer des tolérances de transmission Download PDF

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Publication number
WO2009024305A2
WO2009024305A2 PCT/EP2008/006758 EP2008006758W WO2009024305A2 WO 2009024305 A2 WO2009024305 A2 WO 2009024305A2 EP 2008006758 W EP2008006758 W EP 2008006758W WO 2009024305 A2 WO2009024305 A2 WO 2009024305A2
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WO
WIPO (PCT)
Prior art keywords
drivetrain
torque
transmission
output
rotational speed
Prior art date
Application number
PCT/EP2008/006758
Other languages
English (en)
Other versions
WO2009024305A3 (fr
Inventor
Mark Oliver Abet
Original Assignee
Daimler Ag
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Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2009024305A2 publication Critical patent/WO2009024305A2/fr
Publication of WO2009024305A3 publication Critical patent/WO2009024305A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/144—Inputs being a function of torque or torque demand characterised by change between positive and negative drive line torque, e.g. torque changes when switching between coasting and acceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • This invention relates generally to vehicle drivetrains and, more particularly, to handling drivetrain tolerances.
  • Modern vehicles have geometric tolerances that create mechanical play within a vehicle's drivetrain.
  • the mechanical play can be caused by tolerances between various interacting components in the drivetrain.
  • the mechanical play caused by the tolerances can cause noise, also known as clunk, during transitions between torque direction (positive or negative) in the drivetrain.
  • One implementation of a method for handling tolerances in a vehicle drivetrain includes detecting a request for a change in direction of the output torque of a propulsion system coupled to the drivetrain.
  • the output rotational speed of a transmission in the vehicle is first increased for a predetermined time. Then output rotational speed of the transmission is decreased until the output rotational speed of the transmission reaches a predetermined contact speed.
  • Increasing and decreasing the output rotational speed of the transmission bridges over the tolerances in the drivetrain resulting from the change in direction of the torque faster than conventional methods that usually simply decrease transmission output speed until impact.
  • the method includes detecting a request for a change in the direction in an output torque of a propulsion device coupled to the drivetrain.
  • a profile is determined to bridge over tolerances in the vehicle drivetrain within a predetermined time by controlling the output rotational speed of a transmission coupled to the propulsion device. The profile is executed by controlling the output rotational speed of the transmission using an electric motor coupled to the transmission.
  • a method for handling tolerances in a drivetrain of a hybrid electric vehicle having a transmission and an electric motor includes detecting a driver request for a directional change in torque. The electric motor is controlled to increase the rotational speed of an output shaft on the transmission for a predetermined time. The rotational speed of the output shaft is decreased until the rotational speed of an output of the transmission reaches a predetermined contact speed and the tolerances in the drivetrain have been bridged over. The vehicle is then operated at the requested torque.
  • FIG. 1 is a is a schematic view of an embodiment of a drivetrain system in a vehicle
  • FIG. 2 is a flow chart illustrating a method of handling drivetrain tolerances in a vehicle
  • FIG. 3 is a graph illustrating, in general fashion, the effects of a prior art method of handling drivetrain tolerances in a vehicle by slowing down the velocity of a torque direction change;
  • FIG. 4 is a graph illustrating, the effects of the method of handling drivetrain tolerances in a vehicle of FIG. 2;
  • FIG. 5 is a graph illustrating, in general fashion, a profile generated by the method of FIG. 2.
  • FIG. 1 illustrates a vehicle generally shown at 10, such as a hybrid electric vehicle.
  • the vehicle 10 includes a drivetrain generally indicated at 12 coupled to wheels 14 to propel the vehicle 10.
  • the drivetrain 12 can include an internal combustion engine 16 for providing mechanical power for the vehicle 10, a transmission 18 for transferring the mechanical power to the wheels 14, an electric motor 20 for converting electrical energy to mechanical power and vice versa, a differential 22 for transferring power to the wheels, and a number of shafts connecting the drivetrain components to one another. It is also possible to have more than one electric motor.
  • the transmission 18 can include an input shaft 24, an output shaft 26 and a countershaft 28 interacting with a number of gears.
  • the internal combustion engine 16 can be coupled to the input shaft 24 of the transmission 18 via a clutch or spring damper 30 or combination.
  • the electric motor 20 can also be coupled to the input shaft 24, the output shaft 26, or the countershaft 28 of the transmission.
  • the output shaft 26 connects the transmission 18 to the differential 22.
  • the differential 22 is connected to the wheels 14 via axles 32 to transmit rotational force from the output shaft 26 to the wheels.
  • the arrangement of the drivetrain 12 may vary from that shown in FIG. 1.
  • the vehicle 10 may be front wheel drive, real wheel drive or all wheel drive vehicle.
  • the arrangement of the engine 16 and electric motor 20 with the transmission 18 may also vary.
  • FIG. 2 illustrates an implementation of a method 100 for handling tolerances in a vehicle drivetrain.
  • the method 100 can be implemented using the drivetrain 12 described above.
  • the method 100 includes determining tolerances in the drivetrain 12 and receiving a trigger to indicate a change in torque direction.
  • a change in torque direction may include a change from positive torque to negative torque or vice versa.
  • Positive torque may include torque applied to the wheels via the drivetrain 12 to increase or maintain wheel speed.
  • Negative torque may include torque applied to the wheels to slow the wheel speed, such as when braking or coasting.
  • the transmission 18 may apply resistance to the rotation of the wheels 14 through the drivetrain 12 and thus gradually slow the wheel speed.
  • the method 100 accelerates the output of the transmission 18 to bridge over the tolerances in the drivetrain 12.
  • Bridging over the tolerances in the drivetrain 12 involves rotating the drivetrain components through the angular rotation or area of play in which there is relative and not conjoint movement between drivetrain components when a change in torque direction occurs.
  • the drivetrain 12 cannot transfer torque to the wheels 14 due to the area of play in the drivetrain 12.
  • the tolerances in the drivetrain 12 are bridged over quickly in response to a driver request for a change in torque direction, and hence, clunk and tactile feedback caused by play in the drivetrain 12 are reduced.
  • FIG. 3 shows a graph of a previous method of handling drivetrain tolerances.
  • the output of the transmission 18 may be slowed in order to reduce the amount of clunk when the tolerances are bridged over in the drivetrain 12. But the slowed output can create a delay in the torque response of the drivetrain 12. By slowing down the output of the transmission 18, it takes longer to reach the desired torque output of the drivetrain 12 requested by the driver. As a result, the driver may perceive the response of the vehicle 10 as being sluggish.
  • FIG. 3 shows a torque request by the driver and a corresponding torque response optimized for driver comfort and a quick response.
  • FIG. 3 also shows an actual torque output resulting from slowing the transmission output. The magnitude of the impact upon bridging over the drivetrain tolerances may be reduced, but the resulting torque is delayed. The driver may perceive this delay as a sluggish response from the vehicle's drivetrain 12.
  • the response of method 100 allows the torque output of the drivetrain 12 to track a torque output that the driver desires.
  • An example of the torque output resulting from implementation of method 100 is shown in FIG. 4.
  • FIG. 4 shows a torque request by the driver, a corresponding torque response optimized for driver comfort and quick response, and a torque response output from method 100.
  • the output of the transmission 18 is accelerated in comparison to the wheel speed. Accelerating the output of the transmission 18 bridges over the tolerance in the drivetrain 12 more quickly.
  • the torque response using method 100 substantially tracks the torque response optimized for driver comfort. But unlike the optimized torque response, method 100 results in a reduced perceivable clunk.
  • the method 100 begins at step 110 by determining the drivetrain tolerances.
  • the drivetrain tolerances can be determined through any acceptable method of determining drivetrain tolerances such as engineering calculations, drivetrain simulation models, tolerance measurements on other vehicles of the same or a similar model, and the like.
  • the drivetrain tolerances may be determined by measuring the amount of rotation of the electric motor 20 when the transmission 18 is shifted from reverse to a forward gear or a forward gear to reverse.
  • the drivetrain tolerances may be determined or calculated by determining the amount of rotation of electric motor 18 or a shaft coupled to the electric motor from the time of the shift request until torque is transferred to the wheels 14 in the requested direction. The determination can be made when the transmission 18 is shifted from a forward gear to reverse or from reverse to a forward gear.
  • the vehicle 10 can determine when the electric motor 20 has bridged over the tolerances by monitoring the amount of power drawn by the electric motor when transitioning between forward and reverse, or vice versa. Once the electric motor 20 has bridged over the tolerances in the drivetrain, the amount of power drawn by the electric motor may increase due to increased loading of the electric motor by the drivetrain. Alternatively, determination of when the tolerances have been bridged over can be done by monitoring for a change in wheel speed, output torque, and the like.
  • the drivetrain tolerances may be determined once for the vehicle, or alternatively, may be determined periodically, such as after a scheduled number of miles driven, ignition cycles, and the like.
  • the amount of drivetrain tolerance may change over time due to wear on or breaking in of the drivetrain components. Periodic determinations of the drivetrain tolerances may enable the method 100 to monitor and alter as needed the amount of tolerance needed to be bridged over.
  • a trigger is received.
  • the trigger indicates a reversal in torque direction such as a change from positive torque to negative torque or negative torque to positive torque.
  • the trigger may be an actual detection of a reversal in torque direction, such as a detection of the rate of torque change, or may be a detection of a driver request for a torque change that could necessitate a reversal in torque direction.
  • the driver may take their foot off the gas pedal while driving, causing a change in torque from a positive torque to a negative torque.
  • the trigger could include, the detection of the release of the gas pedal, the detection of the rate of change in torque demanded by the driver, or the detection in the rate of torque as a result of the release of the gas pedal.
  • the current wheel speed may be determined. The current wheel speed may be determined via sensors (not shown) at the wheels 14 or by determining the rotational speed of a component coupled with the wheels such as axle 32, differential 22, output shaft 26, or the like.
  • time required to reach the target torque is determined.
  • the target torque is the resulting output torque of the drivetrain 12 in response to the driver's torque demand.
  • the time to reach the target torque may be determined based upon a function of the change in torque from the current torque to the target torque. A larger difference between the current torque and the target torque can increase the amount of time required to reach that target torque. Additionally, the time required can be based upon a function of the current wheel speed. The time required to reach the target torque can be used to determine a maximum amount of time available to bridge over the tolerances in the drivetrain 12 when changing torque direction.
  • a profile is generated for bridging over the tolerances in the drivetrain 12.
  • the profile determines a target for the rotational speed of the output shaft 26 of the transmission 18 while the drivetrain tolerances are bridged over.
  • the profile provides a target rotational speed for the output shaft to bridge over the tolerances in the drivetrain 12 within the time determined in step 116. Bridging over the tolerances within the time determined in step 116 provides a quick response to the driver's demand for a change in torque direction.
  • the rotational speed of the output shaft 26 of the transmission 18 is controlled throughout the profile by the electric motor 20. To bridge over the tolerances within the time determined in step 116, the profile may begin by increasing the rotational speed of the output shaft 26.
  • Accelerating the output shaft 26 bridges over the tolerances in the drivetrain 12 quickly by spinning the output shaft 26 at a rotational speed faster than the current wheel speed.
  • the difference in speeds between the output shaft 26 and the wheel speed causes the drivetrain components to rotate through the tolerances or play between the components.
  • the profile also decelerates the output shaft 26 rotational speed to, for example, reduce the clunk that occurs at the point the drivetrain tolerances have been bridged over.
  • the output shaft 26 can be decelerated until its rotational speed generally matches the wheel speed at a predetermined contact speed.
  • the matched speeds of the output shaft 26 and the wheel speed may be within an acceptable range of each other, taking into account tolerances of the drivetrain 12, the electric motor 20, and the like.
  • FIG. 5 An example of a profile is shown in FIG. 5.
  • the profile in FIG. 5 shows a rotational speed of the output shaft 26 of the transmission 18 over time and the wheel speed.
  • the area between the rotational speed of the output shaft 26 and the wheel speed is equivalent to the drivetrain tolerances determined in step 110.
  • the output shaft 26 is spun through the driveline tolerances.
  • the profile also shows discrete steps performed by the electric motor 20 to execute the profile.
  • the length of time of each step can depend upon the time required to update the output of the electric motor 20.
  • the number of steps executed within the profile can vary depending upon the amount of time determined in step 116 and the amount of time required to update the output of the electric motor 20.
  • FIG. 4 shows the wheel speed and the output speed of the output shaft 26 of the transmission 18.
  • the area 34 between the output shaft rotational speed and the wheel speed is the tolerance or play in the drivetrain 12.
  • the profile can be determined based on the amount of rotation of the electric motor 20 or the output shaft 26 required to bridge over the tolerances in the drivetrain 12.
  • the profile is calculated to complete the rotation within the time determined in step 116.
  • the profile may be generated by determining the number of steps that may be taken within the predetermined time for the electric motor 20 to bridge over the tolerances in the drivetrain and determining the output of the electric motor for each step. A determination can be made as to whether the electric motor 20 has sufficient torque to complete the profile within the pre-determined time.
  • the rates of acceleration and deceleration can be adjusted to comply with the electric motor's 20 capabilities.
  • the time to complete the profile can also be adjusted to compensate for the electric motor's 20 capabilities.
  • the profile generated at step 118 is executed.
  • execution of the profile may begin by increasing the rotational speed of the output shaft 26.
  • the electric motor 20 may drive the output shaft 26 of the transmission 18.
  • the output rotational speed can be increased until it reaches a peak 36 indicated at the profile.
  • the rotational speed of the electric motor 18, the input shaft 24, and/or the output shaft 26 of the transmission 18 can be monitored to determine whether the rotational speed complies with the profile generated at step 118.
  • the output speed of the electric motor 20 can be adjusted to compensate for any differences between the actual speed of the output shaft 26 and the profile.
  • the output shaft 26 is decelerated.
  • the deceleration in the output shaft 26 follows the acceleration in the rotational speed of the output shaft as determined by the profile. As can be seen in FIG. 4, the speed of the output shaft 26 decelerates until it generally matches the wheel speed. The speeds should match at about the same time that the tolerances of the drivetrain 12 are bridged over. Matching the output shaft 26 rotational speed and the wheel speed reduces or eliminates the perceivable clunk when the tolerances of the drivetrain 12 are bridged over by reducing the impact when the drivetrain components engage. Once engaged, the drivetrain components are able to transmit torque to the wheels 14.
  • the vehicle 10 is operated at the desired or requested torque.
  • the wheel speed is accelerated or decelerated by the internal combustion engine 16 and/or the electric motor 20 based on the driver's request. If the driver's request was to increase the vehicle torque the vehicle 10 may be operated to increase the torque from the internal combustion engine 16 and/or the electric motor 20. Likewise, the driver request was to decrease the vehicle torque, the electric motor 20 and/or the internal combustion engine 16 may decrease the torque through the drivetrain 12.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention porte sur un système et sur un procédé pour gérer des tolérances dans une transmission de véhicule, qui comprennent la détection d'une requête d'un changement de la direction du couple de sortie de la transmission. Un profil est déterminé pour surmonter les tolérances dans la transmission à l'intérieur d'un temps prédéterminé par commande de la vitesse de rotation de sortie de la transmission.
PCT/EP2008/006758 2007-08-21 2008-08-18 Procédé pour gérer des tolérances de transmission WO2009024305A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US95697907P 2007-08-21 2007-08-21
US60/956,979 2007-08-21

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US20030022758A1 (en) * 2001-07-30 2003-01-30 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling vehicle drive system including drive power source and automatic transmission
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US8192328B2 (en) 2010-04-30 2012-06-05 Ford Global Technologies, Llc Methods and systems for assisted direct start control
US8328687B2 (en) 2010-07-09 2012-12-11 Ford Global Technologies, Llc Method for controlling an engine that may be automatically stopped
US8414456B2 (en) 2010-07-09 2013-04-09 Ford Global Technologies, Llc Method for starting an engine
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US8784265B2 (en) 2010-07-09 2014-07-22 Ford Global Technologies, Llc Method for starting an engine
US8864623B2 (en) 2010-07-09 2014-10-21 Ford Global Technologies, Llc Method for controlling a transmission coupled to an engine that may be automatically stopped
US9238457B2 (en) 2010-07-09 2016-01-19 Ford Global Technologies, Llc Method for controlling a transmission coupled to an engine that may be automatically stopped
EP2410310A1 (fr) * 2010-07-21 2012-01-25 Converteam GmbH Procédé et dispositif de fonctionnement d'une machine électrique couplée à un engrenage
EP3061661A1 (fr) * 2015-02-27 2016-08-31 Toyota Jidosha Kabushiki Kaisha Appareil de commande pour vehicule

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