Abstract: A control method for an electrified powertrain of an electrified vehicle having a first electric motor before a transmission and a second electric motor after the transmission includes receiving, by a control system and from a set of sensors, a set of operating parameters of the electrified powertrain, each operating parameter of the set of operating parameters relating to a torque split between the first and second electric motors, determining, by the control system, first and second optimal torque splits between the first and second electric motors for a transmission shift event by solving a torque split optimization problem based on the set of operating parameters, and controlling, by the control system, the first and second electric motors based on the first optimal torque split followed by the second optimal torque split relative to the transmission shift event.

Abstract: Speed control techniques include, based on a set of target speed inputs indicative a target speed for an electric motor, determining a set of profiling inputs including (i) the target speed and (ii) a set of desired acceleration calibrations, performing jerk-based profiling based on the set of profiling inputs to determine at least one of an open-loop acceleration command and a profiled target speed, determining a closed-loop torque adjustment based on the profiled target speed and a measured speed of the electric motor, determining an electric motor torque command based on the open-loop acceleration command and the closed-loop torque adjustment, and controlling the electric motor based on the respective electric motor torque command to improve vehicle responsiveness in reaching the target speed.

Abstract: An optimized control system for a multi-motor propulsion system of an electrified vehicle is configured to access a calibrated surface that defines operating points corresponding to different torque requests and for enabling/disabling first and second electric traction motors of an electrified powertrain, determine an operating mode for the electrified powertrain based on the torque request and the calibrated surface, wherein the operating mode is one of (i) enabling the first electric traction motor and disabling the second electric traction motor, (ii) enabling the second electric traction motor and disabling the first electric traction motor, and (iii) enabling both the first and second electric traction motors, and control the electrified powertrain according to the determined operating mode such that the one or more enabled electric traction motors satisfies the torque request and thereby improves an efficiency of the electrified powertrain.

Abstract: A control technique for balancing controller computational processing loads in a vehicle includes determining a set of allowed functions from a plurality of functions executable by the controller based on a set of constraints corresponding to a set of operating parameters of the vehicle, dividing the set of allowed functions into a plurality of subsets to obtain a plurality of subsets of allowed functions, based on offline testing data relating to runtimes of the plurality of functions, equally assigning the plurality of subsets of allowed functions across N instances of the function trigger, wherein N is an integer greater than one, and executing the set of allowed functions across the N instances of the function trigger as equally assigned to balance a computational load on the controller.

Abstract: A power split hybrid transmission for a vehicle includes an internal combustion engine (ICE), a first electric motor, a second electric motor, a disconnect element and a controller. The ICE drives an output shaft that is rotatably coupled to a planetary carrier of a planetary gear set. The first electric motor is rotatably coupled to a sun gear of the planetary gear set and provides a first rotatable input to a transmission output shaft. The second electric motor is rotatably coupled to a counter gear that provides a second rotatable input to the transmission output shaft. The disconnect element selectively disconnects rotatable motion from the transmission output shaft to drive wheels. The controller determines whether the ICE, the first electric motor and the second electric motor are disconnected from the drive wheels and commands torque to the first and second electric motors to cooperatively rotate the transmission output shaft.

Abstract: Hybrid-electric powertrain control systems and methods include a set of sensors configured to measure a set of operating parameters of a set of components of the hybrid-electric powertrain that are each a constraint on minimum/maximum motor torque limits for the electric motors thereby collectively forming a set of constraints and a controller configured to perform a linear optimization to find the best engine torque values that are attainable subject to a set of constraint inequalities as defined by current vehicle state and as monitored by the set of sensors, and control the hybrid-electric powertrain based on the best engine torque values to avoid excessive torque commands that could damage physical components of the hybrid-electric powertrain and/or could cause undesirable noise/vibration/harshness (NVH) characteristics.

Abstract: A hybrid electric vehicle includes: a dual clutch transmission having first and second sub-transmissions having respective first and second clutches and first and second synchronizers, and an electric motor rotationally coupled to the second sub-transmission for common rotation therewith; and a control system including a hybrid controller and a transmission controller with the HCP being a supervisory controller, wherein the control system is configured to execute an engine clutch start procedure using the electric motor, and wherein the procedure eliminates hard vehicle speed limits, provides smooth wheel torque during the procedure, and increases a number of transmission gears available for the procedure.

Abstract: A hybrid electric vehicle (HEV) includes an internal combustion engine, an electric traction motor, a motor/generator, and a transmission. A launch control system includes a controller having one or more processors programmed to (A) operate the HEV in a vehicle launch preparation phase while the HEV is at a standstill, including (i) commanding the internal combustion engine to an engine speed launch target, (ii) performing a spark retardation on the internal combustion engine to limit wheel torque and generate an engine airflow torque reserve, and (iii) commanding zero torque to the electric traction motor; and (B) operate the HEV in a vehicle launch phase, including (i) reducing or removing the spark retardation, and (ii) commanding the electric traction motor to operate at a predetermined torque, to thereby utilize the engine airflow torque reserve in combination with the electric traction motor to provide increased vehicle acceleration.

Abstract: An emissions control technique for a mild hybrid electric vehicles (MHEV) includes determining a constant torque level to be generated by an engine for optimal heating of a catalyst to a light-off temperature, controlling the engine to maintain the constant torque level when an electric traction motor is capable of satisfying a driver torque request, wherein the electric traction motor is connected to a driveline of the MHEV and is temporarily disconnected from the engine, and when the electric traction motor is incapable of satisfying the driver torque request, controlling the engine to temporarily increase or decrease its torque output from the constant torque level to assist the electric traction motor in satisfying the driver torque request.

Abstract: An electrified vehicle includes a transmission having shiftable gears, an electric motor coupled for common therewith, and a synchronizer controllable for coupling the transmission to a driveline; friction brakes; a control system including a hybrid control unit, a brake control unit and a transmission control unit, wherein the hybrid control unit functions as a supervisory controller over the transmission control unit and the brake control unit and wherein the hybrid control unit is configured to coordinate control among the transmission control unit and brake control unit to compensate for unavailability of electric motor regeneration torque during an upcoming transmission gear shift event and blend in the friction brakes to provide a continuous and smooth deceleration of the electrified vehicle during the transmission shift event.

Abstract: Techniques modeling and controlling a torque converter of a vehicle include accessing a look-up table relating (i) various K-factors of a turbine of the torque converter to (ii) various K-factors of an impeller of the torque converter, speed ratios of the torque converter, and torque ratios of the torque converter, calculating a K-factor of the turbine based on the set of parameters, determining a speed ratio and a torque ratio of the torque converter based on the calculated turbine K-factor using the look-up table, determining a target speed and a target torque for the impeller based on the determined speed and torque ratios of the torque converter, and controlling a torque generating system including the torque converter to achieve the target impeller speed and torque to thereby achieve the torque request at a driveline and mitigate or eliminate noise/vibration/harshness (NVH).

Abstract: A control system for an electrified powertrain of a battery electric vehicle (BEV) includes an accelerator pedal and a controller configured to determine maximum and minimum values for driver pedal position based on a first position of the accelerator pedal indicative of a first driver pedal position, determine whether the accelerator pedal position remains constant relative to the first position, when the accelerator pedal position does not remain constant and moves to a second position indicative of a second driver pedal position, detect that driver pedal position is increasing when the second driver pedal position is greater than the first minimum value and setting the first maximum value to the second driver pedal position and detect decreasing driver pedal position when the second driver pedal position is less than the first maximum value and setting the minimum value to the second driver pedal position.

Abstract: Speed control techniques include, based on a set of target speed inputs indicative a target speed for an electric motor, determining a set of profiling inputs including (i) the target speed and (ii) a set of desired acceleration calibrations, performing jerk-based profiling based on the set of profiling inputs to determine at least one of an open-loop acceleration command and a profiled target speed, determining a closed-loop torque adjustment based on the profiled target speed and a measured speed of the electric motor, determining an electric motor torque command based on the open-loop acceleration command and the closed-loop torque adjustment, and controlling the electric motor based on the respective electric motor torque command to improve vehicle responsiveness in reaching the target speed.

Abstract: Hybrid-electric powertrain control systems and methods include a set of sensors configured to measure a set of operating parameters of a set of components of the hybrid-electric powertrain that are each a constraint on minimum/maximum motor torque limits for the electric motors thereby collectively forming a set of constraints and a controller configured to perform a linear optimization to find the best engine torque values that are attainable subject to a set of constraint inequalities as defined by current vehicle state and as monitored by the set of sensors, and control the hybrid-electric powertrain based on the best engine torque values to avoid excessive torque commands that could damage physical components of the hybrid-electric powertrain and/or could cause undesirable noise/vibration/harshness (NVH) characteristics.

Abstract: A control system for an electrified powertrain of a battery electric vehicle (BEV) includes an accelerator pedal and a controller configured to determine maximum and minimum values for driver pedal position based on a first position of the accelerator pedal indicative of a first driver pedal position, determine whether the accelerator pedal position remains constant relative to the first position, when the accelerator pedal position does not remain constant and moves to a second position indicative of a second driver pedal position, detect that driver pedal position is increasing when the second driver pedal position is greater than the first minimum value and setting the first maximum value to the second driver pedal position and detect decreasing driver pedal position when the second driver pedal position is less than the first maximum value and setting the minimum value to the second driver pedal position.

Abstract: An electrical regeneration and vehicle deceleration control method includes operating an electrified powertrain in normal or maximum regeneration modes associated with lesser and greater electrical regeneration and vehicle deceleration rates, respectively, receiving an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting a status indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating the electrified powertrain in either the maximum regeneration mode or a normal regeneration mode, (ii) selectively outputting a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

Abstract: An electrical regeneration and vehicle deceleration control method comprises operating an electrified powertrain in normal or maximum regeneration modes associated with lesser and greater electrical regeneration and vehicle deceleration rates, respectively, receiving an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting a status indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating the electrified powertrain in either the maximum regeneration mode or a normal regeneration mode, (ii) selectively outputting a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

Abstract: A hybrid powertrain includes a torque provider, an automatic transmission without a torque converter, and a transfer case configured for providing four wheel drive low range. A controller receives a signal indicative of the transfer case being in low range and determines if brake pedal torque is indicative of a brake pedal being released and, if so, commands engagement of a launch clutch of the transmission up to maximum creep torque capacity at a predetermined maximum gradient. The controller determines when torque provider speed is synchronized with vehicle creep speed, and upon such determination, controls the launch clutch to fully engage to a lock up state to mimic behavior of engagement of a manual transmission gear when the hybrid powertrain is in low range to thereby substantially eliminate a time lag associated with automatic transmissions having a torque converter or a constantly slipping launch clutch.

Abstract: A hybrid powertrain includes a torque provider, an automatic transmission without a torque converter, and a transfer case configured for providing four wheel drive low range. A controller receives a signal indicative of the transfer case being in low range and determines if brake pedal torque is indicative of a brake pedal being released and, if so, commands engagement of a launch clutch of the transmission up to maximum creep torque capacity at a predetermined maximum gradient. The controller determines when torque provider speed is synchronized with vehicle creep speed, and upon such determination, controls the launch clutch to fully engage to a lock up state to mimic behavior of engagement of a manual transmission gear when the hybrid powertrain is in low range to thereby substantially eliminate a time lag associated with automatic transmissions having a torque converter or a constantly slipping launch clutch.

Abstract: A mode selection control system and method for controlling an electrically variable transmission. The system and method calculate respective costs for operating the vehicle in a plurality of operating modes based on a battery discharge penalty and the costs associated with operating the electrical and mechanical portions of the transmission. The method selects an operating mode having the lowest calculated cost.