Gm Global Technolgoy Operations, Inc.

Bayerische Motoren Werke Aktiengesellschaft

Daimler Ag

Chrysler Group LLC

Chrysler Corporation

Kee Yong Kim

Anthony H Heap

Samantha Victoria Lado

John J Janczak

Jason J McConnell

Wilfried Brunssen

Bin Wu

YaoYao Wei

Yiran Hu

Ryan D Martini

Jeremy Wise

Luke David Shepley

Eric D Piper

Brian R Medema

Jeffrey J Waldner

Goro Tamai

Jy-Jen F Sah

Lawrence A Kaminsky

Anthony James Corsetti

David W Wright

Birendra P Bhattarai

Poh Fong Chin

Alexander K Rustoni

Anthony L Christman

Michael Woon

Michael Andrew Miller

Kevin A Dietrich

Yaoyao Wei

Meng Wang

Bryan J Morton

Jacob Kyle Lobbestael

Benjamin H Daavettila

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

Evaporative emission purge control systems and methods use a cost factor to incentivize operation of an internal combustion at torques favorable for purge. An evaporative emission control system is configured to collect fuel vapor. A controller determines whether an operating speed of the internal combustion engine is within a target purge region that is bounded by a lower speed threshold and an upper speed threshold of the internal combustion engine. When the operating speed of the internal combustion engine is within the target purge region, the controller applies a cost factor to operating points for the internal combustion engine, and based on the cost factor, the operating points are set to include an operating torque for the internal combustion engine to generate an intake pressure of the internal combustion engine at a level below atmospheric pressure for a purge of the evaporative emission control system.

Systems and methods for evaporative emission purge control in hybrid vehicles

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 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

A method of managing an operating state of an electrified powertrain includes a controller identifying a plurality of available operating regions defined by at least one available operating state of the powertrain, each operating region representing a distinct range of operating conditions. The available operating regions include an avoidance region defining a plurality of unwanted operating conditions and separating a first allowable operating region from a second allowable operating region such that the first and second allowable operating regions are noncontiguous. The method identifies at least one ideal operating condition in each of the available operating regions, determines a preferability factor and stabilization factor for each of a current and each of the ideal operating conditions, and arbitrates the factors to identify one of the current and ideal operating conditions as an optimized operating condition to produce a required parameter value.

Method of managing available operating regions within operating states in an electric powertrain

A method for controlling a powertrain includes, in response to an output torque request that includes deceleration, operating an internal combustion engine in a fuel cutoff state and in a cylinder deactivation state, controlling a clutch of a torque converter in an activated state, and operating an electric machine in a regenerative braking state. A state of the powertrain related to engine speed is monitored. The internal combustion engine is commanded to transition from the cylinder deactivation state to an all-cylinder state and the electric machine operates in the regenerative braking state including ramping down magnitude of regenerative braking torque when the engine speed is less than a first threshold speed. The torque converter clutch is commanded to a released state when the engine speed is less than a second threshold speed, with the first threshold speed being greater than the second threshold speed.

Method and apparatus for controlling a powertrain system during deceleration

A multi-mode powertrain system is described, and includes an internal combustion engine and electric machines operative to transfer mechanical power through a gear train to an output member coupled to a driveline, wherein the electric machines electrically connect to a battery. The method includes determining an audible noise-based maximum engine speed, wherein the internal combustion engine generates an audible noise that is less than a threshold noise level when operating at a speed that is less than the audible noise-based maximum engine speed. The electric machines and the internal combustion engine are controlled responsive to an operator torque request including controlling the engine speed to be less than the audible noise-based maximum engine speed when battery power is greater than a minimum threshold.

Method and apparatus for controlling operation of an internal combustion engine for a multi-mode powertrain system

A method for controlling operation of a multi-mode powertrain system includes periodically determining a power cost difference between a first power cost and a second power cost. This includes determining the first power cost associated with operating the powertrain system with the engine operating in a presently commanded engine state in response to an operator torque request and determining the second power cost associated with an expected powertrain operation with the engine operating in a non-commanded engine state in response to the operator torque request. The first power cost is compared with the second power cost, and successive iterations of the periodically determined power cost difference between the first power cost and the second power cost are integrated to determine an integrated power cost difference. A transition to the non-commanded engine state is commanded when the integrated power cost difference is greater than a threshold.

Method and apparatus to stabilize engine state selection using an energy based stabilization strategy for hybrid powertrain systems

A powertrain system is described, including a method for controlling a control variable for an element thereof. The method includes determining an initial state transition threshold and an associated hysteresis band for an operating parameter related to the control variable. The hysteresis band is decayed based upon operation in a present state of the control variable for powertrain element, and a preferred control variable for the powertrain element is selected based upon a comparison of the operating parameter and the initial state transition threshold accounting for the decayed hysteresis band for the operating parameter. The element of the powertrain system is controlled to the preferred state for the control variable.

Method and apparatus for controlling a control variable of a powertrain system

A method for operating a multi-mode powertrain system includes executing a selection scheme to evaluate operating the powertrain system in a plurality of candidate powertrain states including a one-motor electric vehicle (EV) range responsive to an output torque request. A respective minimum cost for operating the powertrain system in each of the candidate powertrain states including the one-motor EV range is determined. A preferred powertrain state is selected as one of the candidate powertrain states including the one-motor EV range that is associated with a minimum of the respective minimum costs. The powertrain system is controlled in the preferred powertrain state responsive to the output torque request.

Method and apparatus for controlling a multi-mode powertrain system

A method for operating a powertrain system to transfer torque among an engine, torque machines, and a driveline in response to an output torque request includes executing a selection scheme to evaluate operating in a plurality of candidate powertrain states including a pseudo-electric vehicle (EV) range responsive to the output torque request. A respective minimum cost for operating the powertrain system in each of the candidate powertrain states including the pseudo-EV range is determined. A preferred powertrain state is selected, and is one of the candidate powertrain states including the pseudo-EV range associated with a minimum of the respective minimum costs. The powertrain system is controlled in the preferred powertrain state responsive to the output torque request.

A multi-mode vehicular powertrain system includes an internal combustion engine fluidly coupled to an exhaust aftertreatment system including a catalytic device and an electric machine electrically coupled to a battery. A method for effecting light-off of the catalytic device includes monitoring an output torque request for the powertrain system and determining a preferred engine operating point having a minimum engine operating cost within a predetermined engine operating region for catalyst light-off. When a state-of-charge of the battery is not approaching a predetermined state-of-charge limit, operation of the engine is controlled to the preferred engine operating point and operation of the electric machine is controlled to a machine operating point wherein the combination of engine torque at the preferred engine operating point and electric machine torque at the machine operating point satisfies the output torque request.

Method and apparatus to effect catalyst light-off in a multi-mode powertrain system

A method of managing available operating states in an electrified powertrain includes: identifying a plurality of operating states; determining an allowable hardware operating speed range for each of the plurality of operating states; determining a real operating speed range for each of the plurality of operating states; determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of the allowable real operating speed range; indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.

Method of managing available operating states in an electric vehicle powertrain

A multi-mode powertrain system employing a power-split configuration to transfer torque to a driveline includes an internal combustion engine fluidly coupled to an exhaust aftertreatment system having a catalytic device. A method for controlling the multi-mode powertrain system includes identifying permitted transition paths between a plurality of engine states. The plurality of engine states includes a default state, a pre-light-off state, a light-off state, and a post-light-off state. A preferred one of the plurality of engine states is selected in response to an output torque request and an operating temperature of the catalytic device. Engine operation is transitioned to the preferred one of the plurality of engine states via the permitted transition paths, and the engine is operated in the preferred one of the plurality of engine states.

Method and apparatus to operate a multi-mode powertrain system to achieve light-off of a catalytic device

A method for controlling a powertrain system includes monitoring an operator torque request, selecting a candidate powertrain system operating point, and determining a preferred engine torque range, a preferred torque machine torque range, and a preferred energy storage device output power range. The method further includes determining an engine torque, a torque machine torque, and an energy storage device output power based upon the operator torque request and the candidate powertrain system operating point. Power costs for operating the powertrain at the candidate powertrain system operating point are determined based on the determined engine torque, the determined torque machine torque, and the determined energy storage device output power range. Penalty costs are determined relative to the preferred engine torque range, the preferred torque machine torque range, and the preferred energy storage device output power range for operating the powertrain at the candidate powertrain system operating point. And, an operating cost for operating the powertrain at the candidate powertrain system operating point is determined based on the power costs and the penalty costs.

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Ann Arbor, MI, United States of America

Kee Yong Kim