Fca US LLC

Chrysler Group LLC

Feisel F Weslati

Behrouz Ashrafi

Bradford P Liu

Sathya Manivasagam

Goro Tamai

Chandan Lakshmanaiah

Jing Zhou

Gurunath Kedar-Dongarkar

Timothy A Coatesworth

Nadirsh Patel

Ashish S Krupadanam

Rami Abousleiman

Salim Hamam

Moustapha Diab

Jaihyun Lee

Mayuresh Karandikar

Islam Benouaguef

Muzamil Rashid

Sina Shojaei

Kamal Bouyoucef

Shawn X Duan

Bilge Kagan Donmez

Mojtaba Kordestani

Ashish A Krupadanam

Ashish Krupadanam

A thermal management system for an electrified vehicle includes an electrified powertrain having at least one electric drive module (EDM), a battery system that powers the EDM, a heating ventilation and air conditioning (HVAC) system, a first, second and third coolant loop associated with the respective EDM, battery system and HVAC system, at least one valve that opens and closes to modify an amount of coolant being delivered between the first, second and third coolant loops, a first and second temperature sensor at opposite ends of the EDM, and a controller that receives the temperature signals; approximates an estimator probability distribution; determines an optimal estimate of heat absorbed by the coolant that maximizes the probability distribution; and communicates a signal to the at least one valve to modify an amount of coolant sent between the first coolant loop and at least one of the second and third coolant loops.

System and method for fusion based waste heat estimation in thermal system management for electrified vehicle

Control systems and methods for an electrified powertrain of an electrified vehicle include performing, by a main control system, a sequence of first processes based on an initial input including a set of signals indicative of at least one of a driver torque request and expected vehicle behavior and other intermediary inputs to generate a sequence of first outputs and performing, by a secondary monitoring system distinct from the main control system, a sequence of second processes based on the initial input and other intermediary inputs to generate a sequence of second outputs. The secondary monitoring system then attempts to rationalize each first output relative to its respective second output. Based on the rationalization, one of these outputs is used as an intermediary output in the sequence until a rationalized final output is obtained and used to generate control commands for torque actuators of the electrified powertrain.

Techniques for segmented monitoring of powertrain propulsive torque in electrified vehicles

Powertrain propulsive torque monitoring and remedial action techniques for a cruise control mode of an electrified vehicle comprise obtaining a set of inputs indicative of a driver torque request and a state/grade of a road along which the vehicle is traveling, operating in a cruise control mode including determining a total torque request for an electrified powertrain, determining and commanding a distribution of the total torque request to the electrified powertrain, and determining the road state/grade based on at least some of the set of inputs, and monitoring the operating in the cruise control mode including determining an actual torque being generated by the electrified powertrain, determining upper and lower acceptable torque limits for the cruise control mode based on the road state/grade, and taking remedial action regarding the cruise control mode when the actual torque is outside of the upper and lower acceptable torque limits.

Techniques for monitoring powertrain cruise control propulsive torque in electrified vehicles

Systems and methods for monitoring electrified vehicle powertrain propulsive torque and taking remedial action when needed involve continuously monitoring an error between the actual and requested propulsive torques and comparing the error to various threshold values. Error exceeding a particular threshold could be indicative of a malfunction, and the vehicle could be afforded an opportunity to regain equilibrium by temporarily decreasing torque output. When the error continues to exceed the threshold or another threshold, however, further remedial action could be required, such as shutting down the vehicle.

Techniques for monitoring powertrain propulsive torque in battery electric and plug-in hybrid electric vehicles

Systems and methods for controlling a park pawl system of a hybrid vehicle having a hybrid powertrain comprising an engine and a hybrid transmission comprising at least one electric propulsion motor, the systems and methods each utilizing a control system configured to detect, using a main control system portion, a desired park state based on at least an input via a transmission gear selector and an input via a brake pedal and detect, using a distinct monitoring system portion, whether the desired park state is valid based on at least the transmission gear selector and brake pedal inputs. When the desired park state is valid, the control system commands the park pawl system to the desired park state. When the desired park state is invalid, however, the control system commands an electric park brake of the vehicle to prevent movement at a driveline of the vehicle.

Techniques for monitoring mechanisms to secure vehicle and remedial action

A control system and method for a hybrid vehicle involve controlling a hybrid powertrain comprising an engine and a transmission having one or more electric motors and not comprising a decoupling mechanism therebetween, detecting an operating condition where the transmission is in neutral and the vehicle is moving at a speed less than a low speed threshold, and in response to detecting the operating condition: determining a desired propulsive torque of the powertrain, determining an actual propulsive torque at the driveline, calculating a torque difference between the actual and desired propulsive torques over a period, comparing the calculated torque difference to a first movement threshold, and when the calculated torque difference exceeds the first movement threshold, applying an electric parking brake (EPB) of the vehicle.

Techniques for detecting and monitoring unintended powertrain propulsive torque in hybrid vehicles

A control system and diagnostic method for a hybrid vehicle having a hybrid powertrain each utilize a controller comprising (i) a hybrid control processor (HCP) and (ii) a motor control processor (MCP), a monitoring circuit that is distinct from the controller and is configured to monitor operation of the HCP and the MCP, and a gate drive circuit that is distinct from the controller and the monitoring circuit and is configured to enable/disable torque output by the hybrid powertrain based on first, second, and third independent shutoff signals. A diagnostic method performs a shutoff line integrity verification routine by performing six steps corresponding to different combinations of shutoff signals in a predetermined test sequence. These shutoff signals are provided to three independent shutoff lines, which are connected between (i) the gate drive circuit and (ii) the HCP, the MCP, and the monitoring circuit, respectively.

Runtime verification of shutoff control line integrity in a hybrid vehicle system

A control system for an electrified vehicle having low and high voltage battery systems includes a set of vehicle modules that collectively draw an ignition-off draw (IOD) current from the low voltage battery system while the vehicle is off, a set of sensors configured to measure a set of parameters of at least one of the low and high voltage battery systems, and a controller configured to: estimate the IOD current, receive the set of measured parameters from the set of sensors, based on the set of measured parameters and the estimated IOD current, set a wakeup time indicative of a future time at which the low voltage battery system will require recharging, and based on the wakeup time, temporarily wakeup the vehicle such that recharging of the low voltage battery system using the high voltage battery system is enabled.

Techniques for adjusting wakeup time of an electrified vehicle for low voltage battery conditioning

A hybrid assembly having a single input and a single output. The hybrid assembly is compactly packaged and achieves a wide range of gear ratios. The hybrid assembly may be used in a vehicle power train with or without an additional transmission.

Single-input and single-output hybrid system

A modular electrically variable transmission includes at least one of a sun-shared module and a sun and ring-shared module assembled to form a two-module electrically variable transmission having a shiftable motor speed reducer subassembly and an electrically variable transmission subassembly. The sun-shared module includes a first motor-generator, an input, and primary and secondary planetary gear sets each having respective primary and secondary ring gears, carriers and associated pinion gears. The pinion gears are in meshing engagement with a single first shared sun gear that is non-rotatably coupled to the first motor-generator. The sun and ring-shared module includes a second motor-generator, a second input, a second shared sun gear and a shared ring gear, and primary and second secondary planetary gear sets. The secondary planetary gear set includes a secondary carrier supporting outer and inner pinion gears. The second shared sun gear is non-rotatably coupled to the second motor-generator.

Multi-mode modular electrically variable transmission

A hybrid assembly for a vehicle is provided having a single input and a single output. The hybrid assembly is compactly packaged and achieves a wide range of gear ratios. The hybrid assembly may be used in a vehicle power train with or without an additional transmission.

Single input and single-output hybrid system

A technique includes receiving, at a controller of a vehicle, the controller including one or more processors, a first request to calibrate a park lock system of the vehicle. The calibration can include commanding, by the controller, a first actuator to move a second actuator to maximum engagement/disengagement positions indicating maximum engagement/disengagement of a park pawl with/from a park gear of a transmission. The calibration can include determining, at the controller, full engagement/disengagement positions for the second actuator based on the maximum engagement/disengagement positions. The controller can then control the engagement/disengagement of the park lock system using the full engagement/disengagement positions for the second actuator, respectively.

Techniques for robust park lock control

A method and powertrain apparatus that predicts a route of travel for a vehicle and uses historical powertrain loads and speeds for the predicted route of travel to optimize at least one powertrain operation for the vehicle.

Predictive powertrain control using powertrain history and GPS data

Methods and systems of processing sensor signals to determine motion of a motor shaft are disclosed. This disclosure relates to the processing of sequences of pulses from a sensor for computing the motion of an electric motor output shaft. Furthermore, this disclosure relates to the processing of two sequences of pulses from sensor outputs, which may be separated by only a few electrical degrees, to compute the motion of an electrical motor output shaft while using a limited bandwidth controller. Motor shaft direction, displacement, speed, phase, and phase offset may be determined from processing the sensor signals.

Method of processing sensor signals for determining motion of a motor shaft

A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine an input speed profile and an input acceleration profile based on an optimum engine speed, determine a requested output torque based on a plurality of torque limits and a desired output torque, determine first and second feedforward motor torques based on a requested output torque and the input speed and input acceleration profiles, determine first and second feedback motor torques based on a difference between the input speed profile and an actual input speed, and using the feedforward and feedback first and second motor torques to control the operation of the first and second electric motors when an engine is being turned on or off.

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Troy, MI, United States of America

Feisel F Weslati