Gm Global Technolgoy Operations, Inc.

Bayerische Motoren Werke Aktiengesellschaft

Daimler Ag

Chrysler Group LLC

Chrysler Corporation

Diamler Ag

Bayerische Motoren Werke Aktiengesekkschaft

Anthony H Heap

Kee Yong Kim

Sean W McGrogan

Jy-Jen F Sah

Lawrence A Kaminsky

Gregory A Hubbard

William R Cawthorne

Tung-Ming Hsieh

Wilfried Brunssen

Samantha Victoria Lado

Christopher E Whitney

Andrew M Zettel

Jason J McConnell

Krunal P Patel

John L Lahti

John J Janczak

Alan G Holmes

Pinaki Gupta

Bin Wu

Goro Tamai

Michael Roland Schmidt

Ryan D Martini

Jeremy Wise

Donald Klemen

Scott James Thompson

Robert L Morris

Luca Scavone

Michael Glenn Diaz

Brian R Medema

Jeffrey M Kaiser

Larry T Nitz

Xuefeng Tim Tao

Anthony James Corsetti

Poh Fong Chin

Eric D Piper

Luke David Shepley

Jeffrey J Waldner

Michael Livshiz

Peter E Wu

Ali K Naqvi

Leonard G Wozniak

Aniket P Kothari

Todd M Steinmetz

Thomas S Miller, Jr

Dennis Allen Light

Shaochun Ye

Alexander K Rustoni

Besim Demirovic

Marek L Wilmanowicz

Michael R Colville

Tayoung Choi

Michael Woon

Lisa M Talarico

Steven M Hessell

Jordan Billet

Matthew Leonard Kaufer

Brendan M Conlon

Norman Joseph Weigert

Jeffrey Kurt Runde

Eric Edward Krueger

William Leonard Aldrich, Iii

Yiran Hu

Robert Charles Simon, Jr

Stephen Paul Levijoki

James L Worthing

Ning Jin

John W Siekkinen

Sean E Gleason

Todd R Shupe

James C Gibbs

Hanne Buur

Richard A Marsh

Birendra P Bhattarai

Timothy Karnjate

Adam J Heisel

Douglas J Babcock

Vivek Mehta

Syed Naqi

Bryan R Snyder

Cheryl A Williams

Charles J Van Horn

Jeong J Park

William K Manosh

Mark A Manickaraj

Christopher J Twarog

Jun Lu

Grantland I Kingman

Anthony L Christman

Shaun C Bowman

Brett T Muller

Mario Vincent Maiorana, Jr

Weixin Yan

Jon C Wasberg

Nathaniel S Michaluk

Dean C Degazio

Michael John Dokter

Gil J Mendoza

John P Blanchard

James Sydenstricker

Neal A Chaperon

An electric vehicle battery control system including a first electric motor configured to propel a vehicle in a drive mode in response to a drive current, a second electric motor operative to generate a back electromotive force voltage in a fault mode, a battery, having an open circuit battery discharge voltage, for generating the drive current for coupling to the first electric motor, and a vehicle controller for limiting the drive current in response to a difference between the back electromotive force voltage and the open circuit battery discharge voltage being less than a threshold voltage difference.

Back electromotive force management for electric vehicles

A method for heat coordination is provided. The method includes operating a propulsion system that generates heat as wasted power, operating a device utilizing the heat generated by the propulsion system, and operating a heat transfer system configured for transferring the heat generated by the propulsion system from the propulsion system to the device. The method further includes, within a computerized processor, determining a minimum useful waste thermal power to operate the device, monitoring a desired output torque for the propulsion system, and utilizing a cost-based determination to determine a propulsion system operating point based upon the desired output torque and the minimum useful waste thermal power to operate the device. The method further includes utilizing the propulsion system operating point to control the propulsion system.

Method and system for heating coordination

A method and a system for a high-voltage (HV) battery pack having multiple rechargeable energy storage devices (RESSs) that are connectable to an external load via a power bus via a pre-charge circuit in parallel with a first electrical contactor. The RESSs are monitored via current sensors. The current sensors monitor current levels between the RESSs and the power bus, detect a low current level from one of the current sensors, identify one of the RESSs associated with the low current level, activate the respective pre-charge circuit, monitor the electrical current, and determine a state of the respective first electrical contactor based upon the electrical current.

Method and apparatus for a multi-cell rechargeable energy storage device

A method of determining a commanded friction brake torque is disclosed. The method uses inputs, such as from a gearshift sensor, an accelerator pedal sensor, a brake pedal sensor, and engine torque output sensor, a transmission speed input sensor and a transmission speed output sensor, to determine how much engine braking or regenerative braking is occurring. The method then uses this information combined with the braking command information from the brake pedal sensor to determine the amount of friction braking to apply to the friction brakes.

Method of determining a commanded friction brake torque

A method of operating a powertrain system during coasting operation, wherein the powertrain system includes a driveline component (e.g., a transmission, drive shaft, differential, axle or wheel) having an output torque profile. The method includes: (i) determining a desired output torque transition profile for the driveline component between a first transition point before an end of a first state, and a second transition point after a beginning of a second state; and (ii) in response to a braking torque request, generating a friction braking torque command to operate a friction braking system, and adjusting the friction braking torque command during a transitional state between the first and second transition points by an amount corresponding to a difference between a magnitude of the output torque profile and a magnitude of the desired output torque transition profile.

Method of operating a powertrain system during coasting operation

Embodiments include a method that identifies a route between a destination and a current location and quantizes the route into two or more road segments. The method includes characterizing the two or more road segments according to propulsion resources available to a vehicle generating at least two energy paths across the route based on the characterization of the two or more road segments. The method also includes providing an optimized energy path from the at least two energy paths.

Method and system for route determination based on a vehicle and propulsion system characterization

A system for emissions mitigation for a hybrid automobile vehicle includes an automobile vehicle provided with motive power from: a battery pack; an engine; and a controller in communication with the battery pack and the engine. A threshold battery pack state-of-charge (SOC) is predetermined. A minimum battery pack SOC is less than the threshold battery pack SOC. An engine-on charge depletion (EOCD) command is issued by the controller to start the engine in an engine-catalyst light-off operation condition when the vehicle is operating using power from the battery pack and when the threshold battery pack state-of-charge (SOC) is reached to mitigate against exceeding vehicle emissions standards.

Method and apparatus for emissions mitigation on a hybrid vehicle

In an exemplary embodiment, a method for determining a route using route segment characterizations is disclosed. The method includes receiving, by a processor, a destination. The method further includes determining, by the processor, one or more routes to the destination from a first location. The method further includes dividing, by the processor, each of the one or more routes into one or more route segments. The method further includes characterizing, by the processor, each of the one or more route segments according to propulsion resources available to a vehicle. The method further includes providing, by the processor, an optimized route from the one or more routes based on the characterization of the one or more route segments.

A method for controlling a powertrain system in response to a command to execute a multi-state shift event for the transmission includes determining an initial output torque limit and determining an initial commanded output torque based upon the initial output torque limit. The powertrain system is controlled to generate torque in response to the initial commanded output torque prior to completion of a first state transition of the multi-state shift event that includes a commanded torque reduction. After completion of the first state transition of the multi-state shift event that includes the commanded torque reduction, a torque ramp rate is determined, and the initial commanded output torque is adjusted based upon the torque ramp rate. The powertrain system is controlled to generate torque in response to the initial commanded output torque and the adjusted initial commanded output torque during a remainder of the multi-state shift event.

Method and apparatus for controlling a multi-mode powertrain system

A powertrain system employing multiple propulsion torque actuators is described. A method for controlling the powertrain system includes interpreting a driver request, including determining a driver torque request and a regenerative braking request based upon driver inputs to an accelerator pedal and a brake pedal. A desired request is determined based upon the driver torque request and the regenerative braking request. Torque limits for the powertrain system are coordinated based upon the desired request, the driver torque request, and a previous driver torque request to determine upper and lower output torque limits, and the upper and lower output torque limits are combined with system constraints to generate a final torque request. The final torque request is employed to determine torque commands for the propulsion torque actuators, and the propulsion torque actuators are controlled based upon the torque commands for the propulsion torque actuators.

Method to coordinate propulsion torque actuators through torque limits

A powertrain system including an internal combustion engine, a transmission and an electric machine is described, and includes the electric machine rotatably coupled to a crankshaft of the internal combustion engine. The transmission is coupled to a driveline to transfer tractive torque and braking torque thereto. A method for controlling the electric machine includes determining a short-term axle torque capacity, a long-term axle torque capacity and a maximum regenerative braking stall torque capacity, and determining an operator request for braking. A preferred regenerative braking capacity is determined based upon the short-term axle torque capacity, the long-term regenerative braking capacity, the engine stall regenerative braking capacity and the operator request for braking. Torque output from the electric machine is controlled based upon the preferred regenerative braking capacity.

Method and apparatus for the determination of regenerative braking capacity in a vehicle with a step-gear transmission

A powertrain system is described, and includes an internal combustion engine and an electric machine configured to generate propulsion torque responsive to a driver torque request. A method for operating the powertrain system includes determining, in response to a request to execute an engine autostart operation, whether a driveline torque sag may occur. The method further includes forgoing executing the engine autostart operation when it is determined that a driveline torque sag will occur during the execution of the engine autostart operation.

Method and apparatus for executing engine autostart in a powertrain system employing multiple torque generating devices

An electric motor control system for a vehicle includes a vehicle speed module that determines a vehicle speed. A closed loop (CL) module determines a CL torque based on a difference between a target vehicle speed and the vehicle speed. A motor torque module determines a motor torque based on the CL torque and a motor torque request determined based on a position of an accelerator pedal. A switching control module controls switching of an inverter based on the motor torque to control application of power to an electric motor of the vehicle.

Vehicle speed control systems and methods

A method for controlling a powertrain of a vehicle includes calculating, via a controller, an optimal torque target for the powertrain as a function of system limits of the vehicle. The method includes commanding, via transmission of an output torque signal, an actual output torque of the powertrain to pursue or follow the calculated optimal torque target during a steady-state torque request condition. Additionally, the method includes detecting a predetermined vehicle event during the steady-state torque request condition, and shaping the output torque signal via the controller. A variable gain factor may be used in response to detection of the predetermined vehicle event to allow the output torque signal to temporarily deviate from the calculated optimal torque target during the steady-state torque request condition. A powertrain has an engine, an electric machine, and a controller programmed to execute the method.

Powertrain and control method with selective pursuit of optimal torque targets

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

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

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Ann Arbor, MI, United States of America

Anthony H Heap