Gm Global Technolgoy Operations, Inc.

Ford Global Technolgoies, LLC

Anthony L Christman

Shaochun Ye

Anthony H Heap

Goro Tamai

Kee Yong Kim

Allen Joseph Lehmen

Paul S Lombardo

R Travis Schwenke

Poh Fong Chin

John J Janczak

Karl Andrew Sime

Michael D Haggerty

Michael Arnett

Jeffrey R Aldrich

Philip Andrew Fabien

Michael D Potts

Meng Wang

Anthony Burt

Bryan J Morton

A hybrid electric powertrain includes an electric machine delivering torque to an engine in an engine start event having initial cranking and transition phases. In response to a request for an engine start event, a controller commands delivery of the motor torque to the crankshaft. In the initial cranking phase the controller regulates crankshaft acceleration from zero speed up to a target cranking speed in a closed-loop manner via a predetermined fixed profile. In the transition phase, the crankshaft accelerates from the target cranking speed to a target idle speed using a feed-forward torque value blended, using a calibration table, from a predetermined engine drag torque to a reported engine torque. In the transition phase the controller periodically adjusts a speed trajectory of the crankshaft, with the magnitude and frequency of adjustment based on combustion of the engine and calibration of the feed-forward torque.

Powertrain with engine start function using resettable engine speed profile

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

A vehicle includes an engine, a transmission, and an electrical system. The electrical system has an auxiliary starter motor connected to a crankshaft of the engine, a high-voltage motor generator unit (MGU) connected to the crankshaft, and a controller. Execution of instructions by a processor causes the controller to determine a set of powertrain conditions in response to a requested autostart of the engine, e.g., state of charge and/or power limits of a high-voltage energy storage system (HV-ESS), torque limits of the MGU, and/or a crank angle of the engine. The controller determines whether the requested autostart may not succeed relative to a time or noise standard using the set of powertrain conditions, and transmits an autostart command to the MGU when the requested autostart may succeed. The controller transmits the autostart command to the auxiliary starter motor when the requested autostart will not succeed.

Engine autostart source selection

A method includes determining an amount of power currently available from a battery for tractive torque as an amount of power stored in the battery less an amount of power required to power other vehicle components, and less an amount of power required to start the engine. An output torque limit when torque is provided only by the motor and power required to provide the output torque limit are determined based on test data. A maximum output torque is calculated by multiplying the amount of power determined to be currently available for tractive torque by a ratio of the output torque limit to the amount of power required to provide the output torque limit. The current output torque may be reduced at a predetermined rate until within a predetermined range of the lesser of the maximum output torque and the output torque limit if an engine start is requested.

Method of controlling a hybrid powertrain to ensure battery power and torque reserve for an engine start and hybrid powertrain with control system

A method controls an amount of time required to commence transmitting torque of an internal combustion engine equipped with a stop/start feature to a transmission configured to transmit the torque of the engine to drive-wheels in a vehicle. The method includes determining whether a start of the engine is likely. The method also includes pre-filling with fluid a hydraulically-actuated clutch that is configured to connect the engine to the transmission when the start of the engine is likely. Accordingly, the amount of time required to commence transmitting torque of the engine to the transmission is reduced. A system employs the method for controlling an amount of time required to commence transmitting torque of the engine.

System and method for controlling amount of time needed to commence transmitting engine torque in a vehicle

A method for controlling spark timing in an internal combustion engine. The method includes determining, in response to a knock sensor mounted to the engine, a spark offset to the scheduled spark timing for the engine at relatively low engine speed which is applied to the scheduled spark timing at relatively high engine speeds. This offset is applied in conjunction with a time-varying spark retardation bias. The offset is removed at a rate proportional to the time varying spark retard bias. The bias increases if either a relatively large torque is demanded from the engine or the engine is at the relatively high speed and relatively high air charge condition; otherwise, the bias is decreased with time.

Internal combustion engine spark timing control system

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Madison Heights, MI, United States of America

Anthony L Christman