Abstract: A method and system for regulating a drive torque provided to a driveline of a vehicle includes monitoring an accelerator pedal position and a brake pedal position. An adjusted accelerator pedal position is determined based on the accelerator pedal position and the brake pedal position and a drive torque request is determined based on the adjusted accelerator pedal position. Drive torque is generated based on the drive torque request.

Abstract: A control method is provided including detecting transmission output speed and a forward and reverse shift request, and executing inhibit limits when the detected speed exceeds a predetermined threshold speed. The inhibit limits slow the output speed to zero upon detection of a shift request at output speeds above the threshold, with a pedal progression map executed upon reaching zero output speed. The limits approach zero output torque as vehicle speed increases, reaching zero at a relatively high speed and simulating a neutral transmission upon a detected shift request at high speed. A vehicle is also provided having a transmission, a sensor for detecting transmission output speed, a sensor for detecting a shift request, and a PCM having an algorithm and a threshold transmission output speed. The algorithm inhibits a shift event in the direction opposite that of vehicle travel upon detection when vehicle speed is greater than the threshold.

Abstract: There is provided a control system for a powertrain system including an electro-mechanical transmission that is selectively operative in a plurality of fixed gear modes and continuously variable modes. The control system is adapted to execute the following steps in the sequence set forth as follows. A preferred operating range state is selected. A shift and an engine start/stop operation are selectively executed to achieve the preferred operating range state. A commanded input torque from the internal combustion engine is determined. Commanded output torques of the first and second electrical machines are determined.

Abstract: A control apparatus for a powertrain system comprising an engine and two electrical machines operably coupled to a two-mode compound-split electro-mechanical transmission is provided. It includes a system controller and two motor control processors. The system controller communicates with the motor control processors via two high speed communications buses and directly-linked serial peripheral interface buses. The motor control processors control flow of electrical power between the electrical machines and an electrical energy storage device. A second control device is operable to control the engine, preferably to control torque output. The internal combustion engine preferably has a crank position sensor which is signally connected to a dedicated input to the second control device and to a dedicated input to the system controller of the first control device.

Abstract: A method for determining a preferred operating gradient for use in attaining a life objective for an electrical energy storage device in a hybrid vehicle is disclosed. A present state-of-life of the electrical energy storage device is provided and a life target for the electrical energy storage device is established as a predetermined limit in a predetermined metric at a predetermined state-of-life of the electrical energy storage device. A state-of-life gradient is then determined with respect to the predetermined metric which converges the state-of-life of the electrical energy storage device to the life target.

Abstract: An energy storage system determined to be at an operating point indicative of incipient threat to its condition is permitted to continue power flow for a duration that is a function of the state of charge before a diagnosis of a critical state of charge condition is rendered. If the state of charge returns to an acceptable region before the duration expires, no diagnosis of a critical state of charge condition is rendered. Generally, the duration increases as the state of charge trends toward the region of acceptable state of charge and decreases as the state of charge trends away from the region of acceptable state of charge.

Abstract: An apparatus includes a multi-phase inverter, a fault detector to indicate a detection of a fault, a sensor to provide a speed signal indicative of whether a speed of a PM motor is greater than a transition speed, and a controller. The controller is operable to apply either an open-circuit response or a short-circuit response to the multi-phase inverter. The open-circuit response is applied when the speed of the PM motor is greater than the transition speed and a fault is detected. The short-circuit response is applied when the speed of the PM motor is less than the transition speed and the fault is detected. The transition speed is either a fixed predetermined speed or an adjusted predetermined speed.

Abstract: A method for controlling the cranking of an engine of a vehicle powertrain system having a rechargeable energy storage system that is adapted to provide electric power to an electric machine, wherein the system is adapted to exit from the engine crank state as a function of an output voltage of the energy storage system to the electric machine during the crank state, if the output voltage is less than a crank undervoltage threshold for a predetermined crank time. According to the method, the crank undervoltage threshold is a function of the number of failed start attempts, generally decreasing as a function of the number of failed start attempts. The predetermined crank time is a function of a magnitude of a difference between the output voltage and the crank undervoltage threshold.

Abstract: A method for providing traction control in vehicle powertrain systems is particularly adapted for traction control in a powertrain system of a hybrid electric vehicle comprising an internal combustion engine, an electric machine and a transmission that is operatively coupled to the electric machine and the engine and adapted to provide a transmission torque output in response to a transmission torque input received as a torque output from either or both of the engine and the electric machine. The method is adapted to utilize conventional traction control and engine control hardware, software and communication standards to implement traction control. In one embodiment of the invention, a conventional traction controller is used to detect a wheel spin condition and provide a plurality of first output torque command messages in response thereto.

Abstract: A preferred input torque for a hybrid powertrain is determined within a solution space of feasible input torques in accordance with a plurality of powertrain system constraints that results in a minimum overall powertrain system loss. System power losses and battery utilization costs are calculated at feasible input torques and a solution for the input torque corresponding to the minimum total powertrain system loss is converged upon to determine the preferred input torque.

Abstract: A powertrain control selects engine operating points in accordance with power loss minimization controls. Power loss contributions come from a variety of sources including engine power losses. Engine power losses are determined in accordance with engine operating metrics such as power production per unit fuel consumption and power production per unit emission production. Engine power losses are combined in accordance with assigned weighting into a single engine power loss term for use in the power loss minimization control and operating point selection.

Abstract: This novel silent operating mode for a hybrid electric vehicle (HEV) reduces noise and emissions compared to traditional HEV operating modes. It is a complementary series of software control functions that allows the vehicle to operate with reduced noise and emissions where specifically needed, while phasing-in engine power where allowed. The method utilizes an energy storage system budget associated with a modal quantity of energy allocated for the mode, and is adapted to automatically adjust the operation of the vehicle to accommodate deviations from the budgeted energy amount. The mode also adjusts the vehicle operation in conjunction with changes in the parametric conditions of the ESS.

Abstract: Preferred operating points for a vehicle powertrain including an engine and a transmission are determined in accordance with a comprehensive operational mapping of input and output conditions and corresponding aggregate system losses corresponding to engine and transmission losses. In a hybrid transmission application, additional losses from motors and batteries are aggregated into the system losses and battery constraints are considered in determining preferred operating points.

Abstract: A powertrain includes a diesel compression engine and an electric machine operatively coupled thereto and effective to rotate the engine during engine cranking. Cold engine cranking is accomplished in a staged manner including a first stage wherein the engine is cranked to a first speed below the resonant speed of the coupled engine and electric machine combination for a first duration and thereafter cranked to a second speed above the resonant speed for a second duration. Transition out of cranking at the first and second speeds is accomplished when relative combustion stability is demonstrated. Cranking at the first or second speed is aborted when excessive crank times or if low battery voltages are observed. A third stage is included wherein the engine is cranked to a third speed below the engine idle speed. Transition out of cranking at the third speed is accomplished when relative combustion stability is demonstrated, whereafter normal engine control takes over.

Abstract: Preferred operating points for a vehicle powertrain including an engine and a transmission are determined in accordance with a comprehensive operational mapping of input and output conditions and corresponding aggregate system losses corresponding to engine and transmission losses. In a hybrid transmission application, additional losses from motors and batteries are aggregated into the system losses and battery constraints are considered in determining preferred operating points. Preferred operating points are provided in one or more sets of minimized data for on-vehicle implementation.

Abstract: A method of providing closed-loop control of power flowing into and out of an energy storage system (ESS), wherein the ESS comprises a battery is provided. The method may be implemented as a computer control algorithm for determining the charge and discharge limits for the ESS in a hybrid electric vehicle (HEV), wherein the ESS comprises a battery pack or array. The method comprises determining charge and discharge power limits during each of a plurality of control loops, comparing these limits during each of the plurality of control loops, and providing a charge power limit output and a discharge power limit output for use in a subsequent control loop which are based upon the charge power limit and the discharge power limit.

Abstract: A method is disclosed for improving the performance of an energy storage system that incorporates a high density electrical energy storage device, such a battery or ultracapacitor. The method may be implemented in an energy storage system of a hybrid electric vehicle (HEV) as a computer control algorithm for controlling the discharge power limits of an energy storage device, such as a battery. The method allows the discharge power limits of the battery to be temporarily expanded under vehicle launch conditions where the power demands are high, thereby making additional stored energy available for use under such conditions by improving battery utilization and providing more consistent vehicle launch characteristics than would otherwise be available.