Gm Global Technolgoy Operations, Inc.

Daimler Ag

Bayerische Motoren Werke Aktiengesellschaft

Chrysler Group LLC

Chrysler Corporation

Electronic Data Systems Corporation

Bayerische Motoren Werke Aktiengesekkschaft

Lawrence A Kaminsky

Jy-Jen F Sah

Anthony H Heap

Pinaki Gupta

Sean W McGrogan

Ali K Naqvi

Besim Demirovic

Jonathan M Bolenbaugh

Krunal P Patel

Vijay A Neelakantan

Syed Naqi

Lisa M Talarico

Scott T Weisgerber

Silva Hiti

Goro Tamai

Scott James Thompson

Kee Yong Kim

Robert L Morris

Eric S Tryon

Peter E Wu

Joseph R Littlefield

Hanne Buur

Thomas S Miller, Jr

Adam J Heisel

Shaochun Ye

Christopher J Twarog

Shaun C Bowman

Matthew R Knoth

Nathaniel S Michaluk

James Sydenstricker

Jeffrey J Waldner

George Robison

James R Bartshe

Kristin L Day

Sasa Lucic

Marc H Sullivan

Derek S Bonderczuk

Christopher A Laurent

Thomas S Miller

Scott J Thomson

A method of controlling a vehicle park system in a shift out of park includes receiving a shift out of park request, and commanding a park actuator to rotate an actuator shaft operatively connected to a park pawl movable from an engaged position in which the park pawl is engaged with a park gear, to a disengaged position in which the park pawl is disengaged from the park gear. The method includes determining whether a detent lever operatively connected to the park pawl has moved towards an out of park position within a predetermined period of time after commanding the park actuator to rotate the actuator shaft, and then commanding an electric propulsion motor to apply torque to the transmission output shaft to assist the park actuator if the detent lever has not moved towards the out of park position within the predetermined period of time.

Vehicle park system and method for shift out of park assist

A clutch assembly having a first clutch member, a second clutch member axially slidable in a first axial direction to engage the first clutch member and in a second axial direction to disengage from the first clutch member, a spring biasing the second clutch member in one of the axial directions, a piston actuatable to move the second clutch member in the other of the axial directions, thereby overcoming a biasing force of the spring, and a latching device to selectively lock the piston in at least one of the first axial direction and second axial direction. The latching device includes a selectively retractable locking pin. The piston has an external surface defining a slot to receive the locking pin, thereby locking the piston in the first position or the second position. A method of operating the clutch assembly is provided.

Clutch assembly having a hydraulically actuate piston and latching device

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 vehicle includes a transmission, an electrically-driven fluid pump which supplies pressure to a hydraulically-actuated clutch of the transmission, and pump motor sensors positioned with respect to a pump motor of the fluid pump. The sensors are configured to measure electrical properties of the pump motor, and to output the measured electrical properties as input signals. A controller detects when the hydraulic circuit is fully charged by determining an actual speed of the pump motor. The controller calculates an average pump torque and a slope of the average pump torque for the pump motor using the input signals. A flag is set via the controller indicating that a calibrated line pressure has been attained in the hydraulic circuit when the slope of the average pump torque reaches zero and the speed of the pump motor reaches a calibrated speed.

Hydraulic system charge detection

A system and method of controlling a clutch fill command based on the hydraulic state of an oncoming clutch is provided. A vehicle includes a hydraulically-actuated oncoming clutch that is configured to engage during a shift event from one operating mode of the vehicle to another. A controller is configured to generate a clutch fill command at an initial time such that completion of the clutch fill command is synchronized with an identified speed profile of the oncoming clutch. The oncoming clutch defines a real-time hydraulic state when the clutch fill command is generated. The controller is configured to generate a real-time acceptable speed margin for the oncoming clutch based at least partially on the real-time hydraulic state of the oncoming clutch. The controller is configured to cancel the clutch fill command if a real-time speed of the oncoming clutch is outside the generated real-time acceptable speed margin.

Control of clutch fill command based on hydraulic state of oncoming clutch

A powertrain system includes an internal combustion engine, at least one electric machine and an electro-mechanical transmission operative to transmit torque to a drive line. A method for controlling the powertrain system includes executing an engagement strategy of a one-way clutch device only having capacity in a first direction. The engagement strategy includes modeling a capacity of the one-way clutch device in accordance with a loading step change profile until a first capacity limit of the one-way clutch device is achieved. A continuous reactive load is applied to the one-way clutch device in the first direction to maintain engagement and inhibit lash of the one-way clutch device.

Controls and diagnostics for mechanical friction elements

A method for controlling a transmission of a powertrain system includes executing a single source shortest path search to identify a preferred shift path originating with an initial powertrain state and terminating at a target powertrain state, wherein the single source shortest path search employs transition-specific costs and situational costs to identify the preferred shift path. The preferred shift path is executed to achieve the target powertrain state.

Method and apparatus for executing a shift path to a target powertrain state

A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.

Control of engine torque during upshift and downshift torque phase for a hybrid powertrain system

A vehicle includes a torque generating device, a transmission, and a controller. The transmission has one or more clutches. The controller executes a method, which includes measuring an amount of slip across an identified offgoing clutches and determining whether the offgoing clutches have slipped prior to a modeled clutch torque capacity reaching zero. A status is assigned indicating that the offgoing clutches are released if the offgoing clutch has slipped prior to the modeled clutch capacity reaching zero. The controller induces slip across the identified offgoing clutches to a calibrated low, non-zero level after recording the value, including by enforcing the low, non-zero slip value using one or more acceleration profiles.

Acceleration profile-based control of an offgoing clutch operation

A powertrain system includes an internal combustion engine configured to transfer torque via a clutch to an input member of a hybrid transmission having torque machines configured to transfer torque thereto. Operation of the engine is controlled to facilitate a change in activation of a clutch between the engine and the input member of the hybrid transmission.

Method and apparatus for controlling an engine disconnect clutch in a powertrain system

A vehicle includes torque sources, a transmission, and a controller programmed to execute a method. In executing the associated method, the controller determines whether continuous output torque is required through a torque exchange. When continuous output torque is required, the controller synchronizes and fills the oncoming clutch, estimates capacity of the oncoming clutch, and expands a short-term torque capacity of the oncoming clutch during the torque exchange, doing so in response to a control objective having a threshold priority. Onset of the torque exchange delays until the short-term torque capacity is sufficient for receiving all torque load from the offgoing clutch without affecting output torque. The controller asynchronously controls the offgoing clutch and synchronously controls the oncoming clutch through the torque exchange, and loads the synchronous oncoming clutch via an expanding set of long-control torque capacity limits as a function of a simultaneously exhausting of the offgoing clutch load.

Asynchronous-to-synchronous clutch torque exchange in a hybrid electric vehicle

A multi-mode powertrain system includes a transmission configured to transfer torque among an internal combustion engine, torque machines and an output member. A method for controlling the powertrain system includes determining a desired acceleration profile for the internal combustion engine, determining a constrained acceleration profile by imposing prioritized constraints on the desired acceleration profile, integrating the constrained acceleration profile to determine a preferred speed profile, determining a preferred acceleration profile including a derivative of the preferred speed profile constrained by minimum and maximum hard acceleration constraints, and controlling operation of the internal combustion engine in response to the preferred acceleration profile and the preferred speed profile.

Method and apparatus for managing speeds in a multi-mode transmission

A powertrain system includes an internal combustion engine, a first electric machine and an electro-mechanical transmission operative to transmit torque to a driveline. A method for controlling the powertrain system in the presence of a controlled neutral operation of the electro-mechanical transmission being selected includes monitoring vehicle speed, and only when the monitored vehicle speed is indicative of a low-speed zone restricting a transition from a current engine operating state.

Method for providing a controlled neutral in lieu of a conventional neutral in an electro-mechanical transmission

A powertrain system includes a multi-mode transmission configured to transfer torque among an engine, torque machines, and a driveline. A method for controlling the powertrain includes executing a dual closed-loop control scheme that includes determining an engine-based output torque range employed in a first feedback loop and simultaneously determining a control acceleration-based output torque range employed in a second feedback loop. Engine commands are controlled responsive to the engine-based output torque range and simultaneously a control acceleration is controlled responsive to the control acceleration-based output torque range to achieve an output torque of the powertrain system responsive to an output torque request.

Method and apparatus for controlling a multi-mode powertrain system

A vehicle includes a powertrain with an engine, first and second torque machines, and a hybrid transmission. A method for operating the vehicle includes operating the engine in an unfueled state, releasing an off-going clutch which when engaged effects operation of the hybrid transmission in a first continuously variable mode, and applying a friction braking torque to a wheel of the vehicle to compensate for an increase in an output torque of the hybrid transmission resulting from releasing the off-going clutch. Subsequent to releasing the off-going clutch, an oncoming clutch which when engaged effects operation of the hybrid transmission in a second continuously variable mode is synchronized. Subsequent to synchronization of the oncoming clutch, the oncoming clutch is engaged.

Control system for a hybrid powertrain system

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White Lake, MI, United States of America

Lawrence A Kaminsky