Mode shift shift management

Abstract

Aspects and embodiments of the present invention relate to a control system (100), an automatic transmission system (10), a vehicle (1), a method (400), and computer-readable instructions for controlling an automatic transmission (12) of a vehicle (1). The control system (100), the automatic transmission system (10), the vehicle (1), the method (400), and the computer-readable instructions include receiving (410) an input signal indicative of a state of a propulsion system (22) of the vehicle (1); obtaining (430) a current wheel torque as a function of the propulsion system (22) being transitioning from the electric mode to the parallel hybrid mode; determining (440) available wheel torques at one or more gear ratios selectable within the automatic transmission (12); determining (450) whether the available wheel torque at the one or more gear ratios exceeds a predefined proportion of the obtained wheel torque; allowing (460) a shift to any of the one or more gear ratios at which available wheel torque exceeds a predefined proportion of the obtained wheel torque; and prohibiting (470) a shift to any of the one or more gear ratios at which the available wheel torque is less than or equal to a predefined proportion of the obtained wheel torque.

Description

Technical Field

[0001] This disclosure relates to mode switching and shifting management. Various aspects of the invention relate to control systems, automatic transmission systems, vehicles, methods, and computer-readable instructions. Background Technology

[0002] It is known that an automatic transmission is installed in a vehicle. The automatic transmission does not require input from the driver to shift gears. Instead, gear management is provided to determine when it is appropriate to shift gears and which gear to use given a set of conditions.

[0003] For vehicles with multiple propulsion modes (e.g., electric mode or parallel hybrid mode), gear management during mode transitions can be challenging because, for example, a gear suitable for one propulsion mode may not be suitable for another. Summary of the Invention

[0004] The various aspects and embodiments of the present invention provide control systems, automatic transmission systems, vehicles, methods, and computer-readable instructions as claimed in the appended claims.

[0005] According to one aspect of the invention, a control system for an automatic transmission for a vehicle is provided, the control system including any or more of the features described herein.

[0006] According to one aspect of the present invention, a control system for an automatic transmission in a vehicle is provided. The control system includes one or more controllers. The control system is configured to:

[0007] Receive input signals indicating the status of the vehicle's propulsion system;

[0008] The propulsion system is switching from electric mode to parallel hybrid mode to obtain the current wheel torque;

[0009] Determine the available wheel torque at one or more selectable gear ratios within the automatic transmission;

[0010] Determine whether the available wheel torque under one or more gear ratios exceeds a predefined proportion of the obtained wheel torque;

[0011] Allows shifting to any of the one or more gear ratios where the available wheel torque exceeds a predefined proportion of the obtained wheel torque; and

[0012] Shifting to any of the one or more gear ratios is prohibited if the available wheel torque is less than or equal to a predefined proportion of the obtained wheel torque.

[0013] The reference to “the control system is configured to” should be understood to mean that “the one or more controllers of the control system are configured together.”

[0014] The advantage of determining whether to allow or prohibit shifting based on the available wheel torque at the obtained gear ratio is that the possible drop in wheel torque can be controlled to an acceptable level or avoided.

[0015] Optionally, the control system is configured to: receive a signal indicating the current torque at the input shaft of the automatic transmission; and determine the available wheel torque at the one or more transmission ratios by multiplying the corresponding transmission ratio in the one or more transmission ratios by the final transmission ratio and by multiplying the current torque at the input shaft of the automatic transmission or the expected torque at the input shaft of the automatic transmission.

[0016] Optionally, the control system is configured to: receive a signal indicating a power limit applied to the motor; and receive a signal indicating the current speed of the motor. Optionally, the expected torque at the input shaft of the automatic transmission is given by the minimum of: (i) the power limit applied to the motor multiplied by the gear ratio between the motor and the input shaft divided by the expected speed of the motor for the corresponding gear ratio among the one or more gear ratios at the current vehicle speed; and (ii) the target torque of the input shaft based on the accelerator input.

[0017] Optionally, the expected speed of the motor for the corresponding gear ratio among the one or more gear ratios at the current vehicle speed is given by multiplying the current speed of the motor by the corresponding gear ratio among the one or more gear ratios and dividing by the current gear ratio.

[0018] Optionally, the control system is configured to determine whether the current torque at the input shaft of the automatic transmission is within an adjustable offset by multiplying the power limit applied to the motor by the gear ratio between the motor and the input shaft of the automatic transmission by the current speed of the motor. If the current torque at the input shaft of the automatic transmission is within the aforementioned adjustable offset, the available wheel torque at one or more gear ratios can be determined by multiplying the corresponding gear ratio of the one or more gear ratios by the expected torque at the input shaft of the automatic transmission and then by the final gear ratio. If the current torque at the input shaft of the automatic transmission is not within the aforementioned adjustable offset, the available wheel torque at the one or more gear ratios can be determined by multiplying the corresponding gear ratio of the one or more gear ratios by the current torque at the input shaft of the automatic transmission and then by the final gear ratio.

[0019] Optionally, the control system is configured to: while the propulsion system is transitioning from electric mode to parallel hybrid mode and for a predefined period after the transition to parallel hybrid mode is complete, continue to determine the available wheel torque at one or more gear ratios, and continue to prohibit shifting to any of the one or more gear ratios where the available wheel torque does not exceed a predefined proportion of the obtained wheel torque.

[0020] Optionally, the control system is configured to: determine whether the available wheel torque under one or more gear ratios exceeds at least one of the following: a predefined proportion of wheel torque demand; a predefined proportion of available wheel torque under the current gear ratio.

[0021] Optionally, permitted gear shifts are limited to one or more gear ratios where the available wheel torque exceeds at least one of the following: a predefined proportion of wheel torque demand; a predefined proportion of available wheel torque at the current gear ratio.

[0022] The advantage of limiting permitted gear shifts to a predefined ratio under which the available wheel torque exceeds the wheel torque demand is that inappropriate shifting can be avoided. If the wheel torque demand cannot be met to an acceptable level at a given gear ratio, then that gear ratio may be unsuitable.

[0023] The advantage of limiting allowed shifts to a gear ratio where the available wheel torque exceeds a predefined proportion of the available wheel torque at the current gear ratio is that unnecessary shifts can be avoided. If the available wheel torque at a particular gear ratio is insufficient to exceed the wheel torque achievable at the current gear ratio, shifting to that gear ratio may be unnecessary.

[0024] Alternatively, the wheel torque requirement is given as follows: the target torque of the input shaft of the automatic transmission based on the accelerator input multiplied by the current gear ratio multiplied by the final gear ratio.

[0025] Optionally, the available wheel torque at the current gear ratio is given by multiplying the gear ratio between the motor and the input shaft of the automatic transmission by the current gear ratio by the final gear ratio by the minimum of the following: (i) the maximum available motor torque indicated by the received input signal; and (ii) the power limit applied to the motor divided by the current speed of the motor.

[0026] Optionally, the control system is configured to determine whether the wheel torque demand increases by at least a threshold amount or at least a threshold rate. If the wheel torque demand increases by at least a threshold amount or at least a threshold rate, the permitted shift may be limited to the gear ratio among the one or more gear ratios, where the available wheel torque under the gear ratio exceeds the wheel torque demand by a predefined proportion and the available wheel torque under the current gear ratio is also limited.

[0027] Optionally, if the wheel torque demand does not increase by at least a threshold amount or at least a threshold rate, the permitted shift is limited to a predefined proportion of one or more gear ratios under which the available wheel torque exceeds the minimum of the following: (i) wheel torque demand; and (ii) available wheel torque under the current gear ratio.

[0028] Optionally, the control system is configured to receive an input signal indicating the current wheel torque.

[0029] Optionally, the control system is configured to: receive an input signal indicating the current torque generated by the motor; and determine the current wheel torque. The current wheel torque can be given by multiplying the current torque generated by the motor by the gear ratio between the motor and the input shaft of the automatic transmission by the current gear ratio by the final gear ratio.

[0030] Optionally, the control system is configured to:

[0031] Receive signals indicating speed parameters;

[0032] Receives signals indicating the input to the accelerator;

[0033] The target transmission ratio is determined based on speed parameters and accelerator input;

[0034] The output includes a signal initiating a shift to a target gear ratio: the target gear ratio is any of the one or more gear ratios in which the available wheel torque exceeds a predefined proportion of the obtained wheel torque; and

[0035] The signal that suppresses the output of the signal including the instruction to initiate a shift toward a target gear ratio is suppressed for at least a predefined period of time, wherein the target gear ratio is any gear ratio in which the available wheel torque under the one or more gear ratios does not exceed a predefined proportion of the obtained wheel torque.

[0036] According to another aspect of the invention, an automatic transmission system including a control system is provided.

[0037] According to another aspect of the invention, a vehicle including an automatic transmission system is provided.

[0038] According to another aspect of the present invention, a method for controlling an automatic transmission of a vehicle is provided, the method comprising:

[0039] Receive input signals indicating the status of the vehicle's propulsion system;

[0040] The propulsion system is switching from electric mode to parallel hybrid mode to obtain the current wheel torque;

[0041] Determine the available wheel torque at one or more selectable gear ratios within the automatic transmission;

[0042] Determine whether the available wheel torque under one or more gear ratios exceeds a predefined proportion of the obtained wheel torque;

[0043] Allows shifting to any of the one or more gear ratios where the available wheel torque exceeds a predefined proportion of the obtained wheel torque; and

[0044] Shifting to any of the one or more gear ratios is prohibited if the available wheel torque is less than or equal to a predefined proportion of the obtained wheel torque.

[0045] According to another aspect of the invention, computer-readable instructions are provided, which, when executed by a computer, are configured to perform any or more of the methods described herein. According to another aspect of the invention, a non-transitory computer-readable medium is provided comprising computer-readable instructions, which, when executed by one or more electronic processors, cause the one or more electronic processors to perform any or more of the methods described herein.

[0046] Within the scope of this application, it is expressly intended that any aspect, implementation, example, and alternative, and in particular its features, set forth in the foregoing paragraphs, claims, and / or the following description and drawings may be adopted individually or in any combination falling within the scope of the appended claims. That is, all implementations and / or features of any implementation may be combined in any manner and / or combination falling within the scope of the appended claims, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to any feature subordinate to and / or incorporated into any other claim, even though it was not initially claimed in this manner. Attached Figure Description

[0047] One or more embodiments of the invention will now be described by way of example only, with reference to the accompanying drawings, in which:

[0048] Figure 1 An example of a vehicle is shown;

[0049] Figure 2 An example of at least a portion of the vehicle's powertrain is shown;

[0050] Figure 3An example of a control system is shown;

[0051] Figure 4 An example of a non-transitory computer-readable storage medium is shown;

[0052] Figures 5A to 5B A diagram is shown that provides background to this disclosure;

[0053] Figures 6A to 6B A diagram is shown that provides background to this disclosure;

[0054] Figure 7 An example of the method is shown;

[0055] Figure 8 Another example of the method is shown;

[0056] Figure 9 Another example of the method is shown;

[0057] Figure 10 Another example of the method is shown;

[0058] Figure 11 Another example of the method is shown;

[0059] Figure 12 Further examples of the method are shown; and

[0060] Figure 13 Another example of the method is shown. Detailed Implementation

[0061] Refer to the appendix in this article Figure 1 Vehicle 1 according to an embodiment of the present invention is described. In some, but not necessarily all, examples, vehicle 1 is a passenger vehicle also referred to as a bus or automobile. In other examples, embodiments of the invention can be implemented for other applications, such as commercial vehicles. Figure 2 An example of at least a portion of the powertrain of vehicle 1 is schematically shown.

[0062] In this example, vehicle 1 includes a propulsion system 22, which includes a plurality of torque sources 24, 26, which are selectively operable to provide drive torque for accelerating vehicle 1.

[0063] A torque source refers to a prime mover such as an internal combustion engine or an electric motor (e.g., a traction motor). In the example shown, the propulsion system 22 includes two torque sources 24 and 26. The first torque source 24 is an internal combustion engine (“engine”). The second torque source 26 is an electric motor.

[0064] Motor 26 is an electric motor arranged to convert electrical energy into kinetic energy in the form of mechanical torque and to convert kinetic energy in the form of mechanical torque into electrical energy. Electric motor 26 can be an AC induction motor, a permanent magnet motor, or another type of motor. Motor 26 is a traction motor configured to enable at least an electric mode including pure electric drive. That is, motor 26 can drive the vehicle on its own (without an engine). The propulsion system 22 is configured to operate in several predefined operating modes. These modes include at least an electric mode and a parallel hybrid mode.

[0065] In electric mode (also known as electric vehicle (EV) mode or pure electric mode), vehicle 1 is propelled solely by the torque generated by motor 26. Engine 24 can be shut off (in a non-operating state), so that fuel is not burned, but engine 24 can still rotate if it is not disconnected from wheels 34. Engine 24 can optionally be turned on, but only for the purpose of generating electrical energy and is not connected to the torque path to wheels 34. In parallel hybrid mode, vehicle 1 is propelled by the torque generated by both engine 24 and motor 26. Predefined operating modes may also include a pure engine mode, in which vehicle 1 is propelled solely by the torque generated by engine 24 and there is no electric propulsion.

[0066] The transition between predefined operating modes of propulsion system 22 includes activating or deactivating one of the torque sources 24, 26, causing it to output or not output torque accordingly. In some examples, the transition between predefined operating modes also includes mechanically connecting (coupling) one of the torque sources 24, 26 to or disconnecting it from the drivetrain. A coupling clutch 25 is provided to mechanically connect and disconnect engine 24 from the drivetrain. It will be understood that the transition between predefined operating modes is not instantaneous. When propulsion system 22 transitions between predefined operating modes, its mode state is "transitioning".

[0067] Vehicle 1 includes an automatic transmission system 10, which includes an automatic transmission 12 and a control system 100, such as a transmission control unit / module, for controlling the automatic transmission 12. The automatic transmission 12 includes a starting device 14 that transmits torque output from the operating torque sources 24, 26 of the propulsion system 22 to the transmission input shaft 18. The starting device 14 may be a hydraulic coupling, such as a torque converter, or one or more automatically actuated friction clutches, as found in, for example, dual-clutch transmissions.

[0068] The automatic transmission 12 also includes a gear set and a matching shift mechanism, collectively designated 16. The gear set 16 includes multiple gears that can be selectively coupled to different gear trains to achieve multiple gear ratios between the transmission input shaft 18 and the transmission output shaft 20. Each gear may have a corresponding clutch configured to couple the gear (directly or indirectly) to the transmission output shaft 20.

[0069] The clutches and their actuators form a shifting mechanism. The actuator may be a solenoid. Based on control signals output by the control system 100, the shifting mechanism is controlled to establish a selected gear ratio. The control system 100 can determine which clutches engage in shifting to the selected gear ratio and how the pressure at the clutches should be controlled to establish the selected gear ratio. The control system 100 can then directly control the actuators associated with these clutches to increase or decrease the pressure at these clutches as needed. The control system 100 is also capable of controlling the actuation of the starting device 14. The transmission output shaft 20 is connected to the final set of gears 32, such as pinions meshing with a ring gear, to transmit torque to the axles and thus to the vehicle wheels 34.

[0070] To store electrical energy for the motor 26, the vehicle 1 includes an energy storage device 28. The energy storage device 28 may be a traction battery. The traction battery 28 provides the nominal voltage required by the power user, such as the motor 26. The traction battery 28 may be a high-voltage battery. The traction battery 28 may have the voltage and capacity to support continuous electric drive over a long distance. The traction battery 28 may have a capacity of several kilowatt-hours to maximize range. The capacity may be tens of kilowatt-hours, or even more than one hundred kilowatt-hours.

[0071] Although the traction battery 28 is shown as a single entity, its functionality can be achieved using multiple smaller traction batteries located in different positions on vehicle 1. Inverter 30 converts the DC output of the traction battery 28 to the AC input required by motor 26.

[0072] Based on the above description of vehicle 1, it will be understood that vehicle 1 is a fully hybrid electric vehicle (HEV). However, in some examples, vehicle 1 may be other than, for example, Figure 2 Vehicles other than those shown. Figure 3 An example of a control system 100 for an automatic transmission 12 in vehicle 1 is shown. The control system 100 includes one or more controllers 102.

[0073] The control system 100 is configured to receive data from multiple sensors 116 or other control systems. The control system 100 is configured to receive data regarding the state of the propulsion system 22 and data regarding the current wheel torque, or data from which the current wheel torque can be determined. The data regarding the state of the propulsion system 22 may include the state of the propulsion system 22, or may include, for example, the state of the coupling clutch 25, to determine whether the engine 24 is mechanically connected to the transmission 12, thereby determining the state of the propulsion system 22. The current wheel torque can be determined based on estimated engine torque and estimated motor torque. The motor torque can be estimated based on the current and voltage supplied to the motor 26. The engine torque can be estimated based on a combustion model incorporating airflow, fuel supply, ignition, and other inputs.

[0074] The control system 100 is configured to determine the permissible gear ratios during the transition from electric mode to parallel hybrid mode by assessing the potential decrease in wheel torque at one or more gear ratios. The control system 100 can then allow shifting to these gear ratios, for example, by outputting control signals that include instructions to initiate shifting only to those permissible gear ratios (by, for example, controlling the automatic transmission 12, and specifically controlling the shift mechanism for establishing the gear ratios), while prohibiting shifting to other gear ratios.

[0075] The control system can be configured to receive accelerator input data, such as from an accelerator pedal sensor, or a system that processes the output of the accelerator pedal sensor to determine the torque requested by the propulsion system 22, an automated driving system (ADS), or an advanced driver assistance system (ADAS). The control system can also be configured to receive speed parameter data, such as from a crank position sensor, a transmission speed sensor, a wheel speed sensor, or other measuring devices. The control system 100 can be configured to determine a target gear ratio based on the accelerator input data and the speed parameter data. If the target gear ratio is one of the allowed gear ratios, the control system 100 can output a control signal including a command to initiate a shift to the target gear ratio.

[0076] like Figure 3 The control system 100 shown includes a controller 102, but it will be understood that this is merely illustrative. The controller 102 includes a processing device 106 and a memory device 108. The processing device 106 may be one or more electronic processing devices 106 operably executing computer-readable instructions. The memory device 108 may be one or more memory devices 108. The memory device 108 is electrically coupled to the processing device 106. The memory device 108 is configured to store instructions, and the processing device 106 is configured to access the memory device 108 and execute the instructions stored on the memory device 108.

[0077] Controller 102 includes an input device 112 and an output device 114. Input device 112 may include an electrical input 112 of controller 102. Output device 114 may include an electrical output 114 of controller 102. Controller 102 may have an interface 104 including electrical input / output I / O 112, 114, or either electrical input 112 or electrical output 114, for receiving information and interacting with external components. Input 112 is arranged to receive multiple signals from multiple sensors 116 or other control systems. At least one signal is an electrical signal indicating the state of propulsion system 22. At least one other signal is an electrical signal indicating the current wheel torque or from which the current wheel torque can be determined. Other received signals may include electrical signals indicating accelerator input and electrical signals indicating speed parameters. Output 114 is arranged to output a control signal including a command to initiate a gear shift.

[0078] Figure 4 A non-transitory computer-readable storage medium 200 including instructions (computer software) is shown. It should be understood that controller 102 or each controller 102 may include control units or computing devices having one or more electronic processors (e.g., microprocessors, microcontrollers, application-specific integrated circuits (ASICs), etc.), and may include a single control unit or computing device, or alternatively, different functions of controller 102 or each controller 102 may be embodied in or hosted in different control units or computing devices. As used herein, the terms “controller,” “control unit,” or “computing device” will be understood to include a single controller, control unit, or computing device, as well as multiple controllers, control units, or computing devices that operate together to provide the desired control functions. An instruction set may be provided that, when executed, causes controller 102 to implement some or all of the control techniques described herein, including the functions required by the methods described herein. Instruction set 110 may be built into the one or more electronic processors 106 of controller 102; or alternatively, instruction set 110 may be provided as software to be executed in controller 102. The first controller or control unit may be implemented as software running on one or more processors. One or more additional controllers or control units can be implemented using software running on one or more processors, optionally the same processors as the first controller or control unit. Other arrangements are also useful.

[0079] Electronic processor 106, or each electronic processor 106, may include any suitable electronic processor (e.g., microprocessor, microcontroller, ASIC, etc.) configured to execute electronic instructions 110. Electronic memory device 108, or each electronic memory device 108, may include any suitable memory device and may store various data, information, thresholds, lookup tables, or other data structures and / or instructions therein or on it. In embodiments, memory device 108 has information and instructions stored therein or on it for software, firmware, programs, algorithms, scripts, applications, etc., which may control all or part of the methods described herein. Processors or each electronic processor 106 may access memory device 108 and execute and / or use these or those instructions and information to perform some or all of the functions and methods described herein.

[0080] At least one memory device 108 may include a computer-readable storage medium (e.g., a non-transitory or non-temporary storage medium), which may include any mechanism for storing information in a form readable by a machine or electronic processor / computing device. Examples of such forms include, but are not limited to: magnetic storage media (e.g., floppy disks); optical storage media (e.g., CD-ROMs); magneto-optical storage media; read-only memory (ROM); random access memory (RAM); erasable programmable memory (e.g., EPROMs and EEPROMs); flash memory; or electrical or other types of media for storing such information / instructions.

[0081] Figures 7 to 13 An example of a method 400 for controlling an automatic transmission 12 of vehicle 1 is shown. Method 400 can be... Figure 3 The control system 100 shown is executed. Specifically, the memory 108 may include computer-readable instructions 110, which, when executed by the processor 106, perform method 400. Method 400 solves the problem that will now be referred to... Figures 5A to 5B and Figures 6A to 6B The issues explained together.

[0082] Figure 5A The vehicle speed v on the y-axis is shown relative to time t on the x-axis. Figure 5A The linear increase in vehicle speed over time is depicted (line 302). Figure 5B This shows the transmission ratio i on the y-axis relative to time t on the x-axis. g For a given transmission input speed, the lowest (minimum) gear ratio provides the fastest transmission output speed. For a given transmission input speed, the highest (maximum) gear ratio provides the slowest transmission output speed. Upshifting decreases the gear ratio, while downshifting increases it.

[0083] Figure 5B The graph depicts the time difference between the theoretical target gear ratio in parallel hybrid mode (line 304) and the theoretical target gear ratio in electric mode (line 306) as vehicle speed increases. The electric motor 26 can operate at a higher speed than the engine 24, meaning that for a given driving condition (e.g., vehicle speed), the automatic transmission 12 can maintain a higher gear ratio (lower gear) in electric mode than the engine 24 when operating in parallel hybrid mode. Operating the electric motor 26 at a higher speed than the engine 24 would otherwise operate can benefit efficiency and vehicle responsiveness.

[0084] When a switch from electric mode to parallel hybrid mode is requested, engine 24 needs to start and connect to the drivetrain. For this connection, the engine speed needs to be synchronized with the drivetrain speed, which is determined by the electric motor speed and the ongoing gear shift. To avoid high RPMs, excessive fuel consumption, and noise, it is preferable to synchronize engine 24 at the lowest possible speed. Therefore, when switching from electric mode to parallel hybrid mode, a target gear ratio several gear levels lower than the current gear ratio can be requested to reduce the electric motor speed and thus the drivetrain speed.

[0085] Figure 6A The text describes an example of motor speed reduction at different target gear ratios during an acceleration event (which could trigger an electric-to-parallel hybrid conversion, for example, to increase wheel torque from engine 24). Figure 6A This shows the motor speed on the y-axis relative to time t on the x-axis. As can be seen from the motor speed (line 308) at the initial gear ratio applicable to electric mode, the successively decreasing gear ratios (lines 310 to 316) result in a progressively larger decrease in motor speed, thus allowing the engine to synchronize at increasingly lower speeds. However, reducing the motor speed by shifting to a lower gear ratio may lead to a decrease in torque output from motor 26. When engine 24 is not yet connected to the drivetrain, this decrease in torque output from motor 26 translates into a decrease in wheel torque, which affects the longitudinal acceleration of vehicle 1.

[0086] An example of the effect of a decrease in wheel torque on the longitudinal acceleration of vehicle 1 is shown in... Figure 6B The description in the middle, Figure 6BThe longitudinal acceleration a of the vehicle on the y-axis relative to time t on the x-axis is shown. As can be seen from the longitudinal acceleration at the initial gear ratio applicable to electric mode (line 318), the higher gear ratio closest to the initial gear ratio does not cause an overly significant drop in acceleration (lines 320, 322), while the lower gear ratio does cause a significant drop in acceleration before the engine 24 can compensate (lines 324, 326).

[0087] Figure 7 A method 400 for controlling an automatic transmission 12 of vehicle 1 is shown. Method 400 determines the permissible gear ratios during a transition from electric mode to parallel hybrid mode by evaluating a potential decrease in wheel torque at one or more gear ratios. Box 410 includes receiving an input signal indicating the state of the propulsion system 22 of vehicle 1. This state indicates which predefined operating mode the propulsion system 22 is in and between which predefined operating modes the propulsion system 22 is transitioning to. Box 420 includes determining whether the state indicates that the propulsion system 22 is transitioning from electric mode to parallel hybrid mode. If yes (from the "yes" path of box 420), the method proceeds to box 430. If no (from the "no" path of box 420), method 400 does not proceed further until a transition from electric mode to parallel hybrid mode occurs. Box 430 includes obtaining the current wheel torque, whereby, in conjunction with box 420, the current wheel torque represents the wheel torque at the start of the transition from electric mode to parallel hybrid mode. In some examples, the current wheel torque can be obtained by receiving an input signal indicating the current wheel torque. In other examples, the current wheel torque can be obtained by receiving an input signal indicating the current torque generated by motor 26. The current wheel torque is obtained by taking the input signal and determining it from there. For example, the current wheel torque can be determined as follows:

[0088] ,

[0089] in:

[0090] It is the transmission ratio between the motor 26 and the input shaft 18 of the automatic transmission 12 (if there is no transmission device between the motor 26 and the input shaft 18, the transmission ratio = 1).

[0091] It is the current gear ratio; and

[0092] It is the final gear ratio.

[0093] The current wheel torque can be stored, for example, by latching, so that it can be continuously referenced at least throughout the transition from electric mode to parallel hybrid mode. The current gear ratio can also be stored, for example, by latching, so that it can be continuously referenced at least throughout the transition from electric mode to parallel hybrid mode. Box 440 includes determining one or more gear ratios selectable within the automatic transmission 12. Available wheel torque In some examples and as about Figure 8 and Figure 9 Further described, one or more transmission ratios Available wheel torque Based on the torque at the input shaft 18 of the automatic transmission 12 (sometimes referred to as "powertrain torque") – whether it is the actual current value indicated by the input signal that can be received by the control system 100. It is still possible to base it on a given transmission ratio. The predicted value of the full power calculation available below —To determine.

[0094] One or more transmission ratios Available wheel torque This can be achieved by multiplying the powertrain torque by one or more gear ratios. The corresponding transmission ratio and final transmission ratio in To provide. For example:

[0095] ,or

[0096] .

[0097] In some examples, method 400 may include selecting the current powertrain torque. and expected powertrain torque Which one is used to determine one or more transmission ratios? Available wheel torque The basis for this selection is the power limit applied to motor 26. This can be done based on power limitations. The selection is made based on whether the adjustable threshold limits the power output of motor 26 more or less. This selection can be made alternatively or separately based on the power limit of motor 26. The degree of proximity of the operation is considered. For example, if a power limit is applied to motor 26. Compared to the adjustable threshold of this limitation, if it is determined that motor 26 is still able to provide power output exceeding the adjustable threshold, taking into account any power limitations imposed on motor 26, then one or more transmission ratios Available wheel torque Based on the current powertrain torque (instead of the expected powertrain torque) This is determined by [the power limit of motor 26]. Operation (e.g., if the current powertrain torque) Within the adjustable offset range of the maximum available powertrain torque, taking into account the current gear ratio and any current power limitations, one or more gear ratios Available wheel torque Based on the expected powertrain torque (instead of the current powertrain torque) To determine.

[0098] Box 450 includes determining a given transmission ratio Available wheel torque Does it exceed the obtained wheel torque? (Predefined scale from box 430) Predefined ratio It can be calibrated to balance the acceptable level of wheel torque reduction with the acceptable level of engine speed increase, excessive fuel consumption, noise, and time to reach sync speed (complete mode transition). The exact ratio will depend on the characteristics of each powertrain, including the engine, electric motor, automatic transmission, etc. The exact ratio can also depend on vehicle characteristics, as the vehicle's mass and aerodynamics will have a significant impact on road load torque (the torque required for 0 acceleration at a given speed).

[0099] If a given transmission ratio Available wheel torque It did indeed exceed the obtained wheel torque. Predefined ratio (From the "Yes" path in box 450), method 400 proceeds to box 460. Box 460 includes the option to shift to a given gear ratio. If a given transmission ratio Available wheel torque Less than or equal to the obtained wheel torque Predefined ratio (From the "No" path in box 450), then method 400 proceeds to box 470. Box 470 includes prohibiting shifting to that given gear ratio. .

[0100] Regarding the determination of available wheel torque at box 430. Each transmission ratio The process from frame 450 to frame 470 can be repeated. Therefore, shifting to one or more gear ratios is permitted. The available wheel torque is in the middle. Exceeding the obtained wheel torque Predefined ratio Any transmission ratio And shifting to one or more gear ratios is prohibited. The available wheel torque is in the middle. Less than or equal to the obtained wheel torque Predefined ratio Any transmission ratio In some examples, there may be one or more gear ratios. A specific predefined ratio for each gear ratio in Therefore, for a given transmission ratio that is to be allowed... The initial wheel torque that must be exceeded The ratio can depend on the gear ratio. And with this transmission ratio And change.

[0101] In some examples, while propulsion system 22 is transitioning from electric mode to parallel hybrid mode and during a predefined period after the transition to parallel hybrid mode is complete, method 400 continues to determine one or more gear ratios. Available wheel torque And continue to prohibit shifting to one or more gear ratios. The available wheel torque is in the middle. No more than the obtained wheel torque Predefined ratio Any transmission ratio The predefined time period can have a sufficient duration to stabilize the operation of engine 24 to a point that can compensate for the drop in wheel torque obtained solely from motor 26 when upshifting is completed.

[0102] In the following Figures 8 to 12 In the diagram, arrows indicate the value being passed from one operation / process (box) to the next. Thick arrows indicate vectors and thin arrows indicate scalars. Figure 8 This illustrates the determination of one or more selectable gear ratios within the automatic transmission 12. Available wheel torque An example of the first method 442 is as required at box 440 of method 400.

[0103] In method 442, the current powertrain torque is received as an input parameter at block 504. Current powertrain torque It can be indicated by a signal received through control system 100, or it can be an output parameter from another method performed by control system 100. The transmission ratio vector is obtained at block 524. Each element of the vector is one or more transmission ratios. Different elements in the vector. Transmission ratio vector. The selectable gear ratio within the automatic transmission 12 can be accessed from the memory 108 of the control system 100. The data is used to obtain the transmission ratio vector. This may also involve operations such as calculation or computation, or selection or picking. Alternatively, the transmission ratio vector... It can be received as an input parameter for method 442.

[0104] The final gear ratio is obtained at frame 526. This can also be achieved by accessing the final gear ratio from the memory 108 of the control system 100. The data is obtained and may also involve operations such as calculations, operations, selections, or picks. The transmission ratio vector is located at box 528. Each element multiplied by the current powertrain torque and final gear ratio To generate a vector of available wheel torque. Each element of the vector is one or more transmission ratios. Available wheel torque under different transmission ratios Given a transmission ratio Available wheel torque As given below:

[0105]

[0106] At box 530, the vector of available wheel torque will be... It is provided as an output parameter from method 442. It will be understood that this may not be an output from control system 100. It may be used by one or more other methods performed by control system 100 to derive an output from control system 100.

[0107] Figure 9 This illustrates the determination of one or more selectable gear ratios within the automatic transmission 12. Available wheel torque An example of the second method 444 is provided, as requested at block 440 of method 400. Method 444 determines one or more gear ratios in two different ways. Available wheel torque And at box 558, the selection between the results is based on the following: current powertrain torque. Is it close to the current gear ratio? Current gear ratio when using full power The current maximum available powertrain torque. If the current powertrain torque... Approximately the current gear ratio If the maximum available powertrain torque is used, then the torque output from motor 26 is more susceptible to the power limitation applied to motor 26. The limitations. Therefore, method 444 is used to adjust one or more transmission ratios. Available wheel torque The determination is configured to take this into account.

[0108] Method 444 is used to perform one or more transmission ratios Available wheel torque The first determination is based on one or more transmission ratios. Expected powertrain torque at each gear ratio In the current powertrain torque Approximately the current gear ratio The determined result is selected for use when the maximum available powertrain torque is used. The process of selecting one or more gear ratios via method 444 will now be described in more detail. Available wheel torque The first certainty.

[0109] The power limit applied to motor 26 is received as an input parameter at box 534. It will be understood that these are input parameters for method 444, but not necessarily inputs to control system 100. However, they at least indirectly indicate the power limit applied to motor 26. The input signal can be received by the control system 100 as an input signal. For example, the control system 100 can receive an input signal indicating the powertrain performance ratio from, for example, the powertrain control module (PCM) of vehicle 1 or the vehicle monitoring controller (VSC) of vehicle 1, which can be used to coordinate the control between the conventional powertrain and the electrified powertrain. The VSC can be hosted within the PCM. The powertrain performance ratio is a dimensionless value that characterizes the relative performance of the electrified powertrain components relative to their optimal performance due to the influence of power limitations. Another method performed by the control system 100 can determine the power limitation applied to the motor 26 based on the powertrain performance ratio. For example, a lookup table stored in the memory 108 of the control system 100 can define power limits applied to the motor 26 for different powertrain performance ratios. Therefore, the received powertrain performance ratio can be used as an index to the lookup table to retrieve the corresponding power limit. .

[0110] The current speed of motor 26 is received as an input parameter at box 508. Current speed of motor 26 This can be indicated by a signal received through the control system 100, or it can be an output parameter from another method executed by the control system 100. The gear ratio between the motor 26 and the input shaft 18 of the automatic transmission 12 is obtained at block 536. This can be achieved by accessing the transmission ratio from the memory of the control system 100. The data is obtained and may also involve operations such as calculations or operations, or selections or picks.

[0111] At box 638, a power limit will be applied to motor 26. Divide by the current speed of motor 26 And at box 540, the result of box 538 is multiplied by the transmission ratio between motor 26 and input shaft 18 of automatic transmission 12. The result of this multiplication is the current gear ratio. The maximum available powertrain torque. Current gear ratio. This is obtained at frame 532. This gear ratio can be accessed from the memory 108 of the control system 100. The data is obtained from the data and may also involve operations such as calculations, operations, selections, or picks.

[0112] By using the current gear ratio Divide by the transmission ratio vector Each element (which is defined at box 524 in the manner previously described) This yields a vector of relative gear ratios. At box 544, each element of the resulting vector of relative gear ratios is multiplied by the current gear ratio. The current maximum available powertrain torque (results from box 540). The resulting vectors constitute one or more initially determined gear ratios. Expected powertrain torque at each gear ratio Each element of the vector is one or more transmission ratios. Expected powertrain torque under different transmission ratios .

[0113] The target dynamic system torque based on the accelerator input is received as an input parameter at box 506. Target powertrain torque The output parameter can be indicated by a signal received by the control system 100, or it can be an output parameter performed by the control system 100 using other input signals received by the control system 100, such as an input signal indicating accelerator input. The accelerator input can represent, for example, accelerator pedal depressurization (APD) or autonomous driving torque demand from the automated driving system (ADS).

[0114] For the expected powertrain torque The final determination involves taking each element of the vector (results in box 544) that constitutes the expected powertrain torque at each of the initially determined one or more gear ratios and adding it to the target powertrain torque. The comparison is performed to return a new vector at box 546, which includes the element-wise minimum. This new vector constitutes the projected powertrain torque for each of the finally determined one or more gear ratios. Each element of the vector is one or more transmission ratios. Expected powertrain torque under different transmission ratios .

[0115] Determine the expected powertrain torque for each of one or more gear ratios at box 548. Transmission ratio vector and final gear ratio (It is obtained in box 526 in the manner previously described) element-wise multiplication, thereby producing a vector of available wheel torques. Each element of the vector is one or more transmission ratios. Available wheel torque under different transmission ratios Therefore, based on the first determined given transmission ratio... Available wheel torque As given below:

[0116]

[0117] in, ,

[0118] in, It is the expected speed of motor 26 for a given gear ratio at the current vehicle speed, and is given as follows:

[0119]

[0120] It will be understood that for one or more transmission ratios Available wheel torque The initial determination can be made through different arrangements of the boxes, thus, for example, determining one or more gear ratios at the current vehicle speed. The vector of the expected speed of the motor for each gear ratio. And then the vector can be used. To determine one or more initially determined transmission ratios Expected powertrain torque at each gear ratio .

[0121] Method 444 is used to perform one or more transmission ratios Available wheel torque The second determination is based on the current powertrain torque. Its method and Figure 8 Method 442 is basically the same. In the current powertrain torque... Not close to the current gear ratio The determined result is selected for use based on the maximum available powertrain torque. The criteria used to select between the first and second determined results will now be explained in more detail.

[0122] An adjustable offset is obtained at box 550. This can be obtained by accessing data from the memory 108 of the control system 100, and may also involve operations such as calculation, arithmetic, selection, or picking. The adjustable offset defines the torque of the current powertrain mentioned above. Approaching or not approaching the current gear ratio The so-called approximation is when the maximum available powertrain torque is at the current gear ratio. At box 552, the adjustable offset is subtracted from the maximum available powertrain torque at the current gear ratio (the result of box 540).

[0123] At box 554, the result of box 552 is compared with the current powertrain torque. (It is obtained as input at box 504 in the manner previously described) and compared to determine the current powertrain torque. Is it at the current gear ratio? The adjustable offset of the currently available maximum powertrain torque and therefore whether it is close to that maximum powertrain torque. If the result of box 554 indicates the current powertrain torque... At the current transmission ratio If the adjustable offset is within the currently available maximum powertrain torque, then select one or more gear ratios at box 556. Available wheel torque The first definite result. On the other hand, if the result of box 554 indicates the current powertrain torque. Not in the current gear ratio If the adjustable offset is within the currently available maximum powertrain torque, then select one or more gear ratios at box 556. Available wheel torque The second definite result.

[0124] Based on the selection at box 556, the corresponding vector of available wheel torque will be... Provided as the output at box 558. It will be understood that this is the output of method 444, not the output from control system 100. It may be used by one or more other methods performed by control system 100 to derive output from control system 100. In other substantially equivalent examples, instead of choosing between two deterministic results at box 556, a choice can be made between which deterministic decision to perform.

[0125] Figure 10 Examples are shown where method 400 can be relied upon to execute method 500 of boxes 440 and 450.

[0126] Method 500 includes receiving at least some of the following as input parameters:

[0127] The status of propulsion system 22 received at frame 502;

[0128] The current powertrain torque received at box 504 ;

[0129] The target dynamic system torque received at box 506 based on the accelerator input. ;

[0130] The current speed of motor 26 received at box 508 ;

[0131] Maximum available motor torque received at box 510 ;

[0132] The dynamic system performance ratio received at frame 512;

[0133] Wheel torque demand received at box 514 ;

[0134] The obtained wheel torque received at box 516 ;

[0135] The target powertrain torque increment received at box 518;

[0136] The target dynamic system torque gradient received at box 520; and

[0137] Which of the selectable gear ratios within the limited automatic transmission 12, received in box 522, are currently allowed vectors? .

[0138] These input parameters can be indicated by signals received by the control system 100, or they can be output parameters from another method executed by the control system 100. Therefore, these input parameters can be received from an external source (relative to the control system 100) or have an internal source. For example, wheel torque demand. Another method executed by the control system 100 can be used based on the target power system torque. Multiply by the current gear ratio Multiply by the final gear ratio To calculate.

[0139] For example, such as regarding Figure 7 The wheel torque described is obtained. Another method implemented by the control system 100 can be used based on the current torque generated by the motor 26. Multiply by the transmission ratio between the motor 26 and the input shaft 18 of the automatic transmission 12. Multiply by the current gear ratio Multiply by the final gear ratio To calculate.

[0140] vector The system determines which gear ratios are currently permitted based on other methods already performed by the control system 100. Therefore, it is not received as an input to the control system 100, but rather has an internal source. Certain gears may be disallowed due to transmission failure or specific operating conditions where excessive wear and / or damage may occur to the given gear below it—for example, the counteracting device for an unused clutch may leak after prolonged operation in a particular gear. Executing a shift to another specific gear at this time could result in a high speed gradient on the clutch cage of the unused clutch during the shift, leading to a scenario where the clutch engages on its own due to a lack of pressure on the clutch counteracting device, resulting in excessive heat generation and clutch failure.

[0141] Box 560 includes determining the power limit applied to motor 26 based on the powertrain performance ratio obtained as input at box 512. For example, a lookup table stored in the memory 108 of the control system 100 can define power limits applied to the motor 26 for different powertrain performance ratios. Therefore, the powertrain performance ratio obtained as input at block 512 can be used as an index to the lookup table to retrieve the corresponding power limit. Then, power limiting. Provided as input to boxes 444 and 446.

[0142] In this example, as required at block 440 of method 400, one or more gear ratios selectable within the automatic transmission 12 are... Available wheel torque The determination is provided through the following three boxes: Box 442, which indicates Figure 8 Method 442 is shown; box 444 represents Figure 9 Method 444 is shown; and block 446 includes selecting between method 442 and method 444 or the output parameters of method 442 and method 444. The choice is made between these options. This choice depends on the power limit applied to motor 26. .

[0143] Specifically, box 446 includes: determining power limits. Compared to whether the adjustable threshold restricts the power output of motor 26 more or less, and based on this determination, a choice is made between method 442 and method 444, or between the output parameters of method 442 and method 444. Choose from the options.

[0144] If a power limit is applied to motor 26 Compared to a smaller adjustable threshold limit (e.g., if it is determined that motor 26 is still able to provide power output exceeding the adjustable threshold after taking into account any power limits applied to motor 26), box 446 chooses to use method 442 (instead of method 444) to perform the available wheel torque for each of one or more gear ratios. The determination or selection of the output parameters from method 442 is to accept the available wheel torque for each of one or more gear ratios. .

[0145] If a power limit is applied to motor 26 Compared to a more restrictive adjustable threshold (e.g., if it is determined that motor 26 cannot provide power output exceeding the adjustable threshold), box 446 selects to use method 444 to determine the available wheel torque at each of one or more gear ratios. Alternatively, one can choose to accept the output parameters from method 444 as the available wheel torque for each of one or more gear ratios. .

[0146] The available wheel torque for each of the selected one or more gear ratios. The obtained wheel torque is provided as an input parameter to box 564. (Obtained at box 516) is also provided as an input parameter to box 564. Box 564 includes the computation of the first ratio vector. , where each element Available wheel torque calculated for a given gear ratio Divide by the obtained wheel torque ,Right now:

[0147]

[0148] ratio Then it can be used based on the corresponding transmission ratio. Available wheel torque Evaluate one or more transmission ratios Which gear ratio should be allowed? In some examples, permitted shifts are further limited to one or more gear ratios. The available wheel torque is in the middle. Gear ratio exceeding at least one of the following: wheel torque requirements The predefined ratio; the available wheel torque under the current gear ratio. The predefined ratios. Therefore, in the example of method 500, more than one ratio is calculated at box 564. These additional gear ratios can be used to evaluate whether a gear ratio allows shifting to it is appropriate. Further restrictions can be imposed. For example, box 564 could also include calculating a second ratio vector. , where each element Calculated as a given transmission ratio Available wheel torque Divide by wheel torque requirements ,Right now:

[0149]

[0150] Box 564 may also include calculating the third ratio vector. , where each element Calculated as a given transmission ratio Available wheel torque Available wheel torque divided by the current wheel ratio ,Right now:

[0151]

[0152] Available wheel torque under current wheel ratio Defined at box 562. Box 562 includes setting the current maximum available motor torque. (Received at box 510) and the inferred maximum available motor torque By comparison, the inferred maximum available motor torque The power limit applied to motor 26 (obtained at box 560) is divided by the current speed of motor 26. (Received at box 508) to calculate. The minimum value between the current maximum available motor torque and the inferred maximum available motor torque is multiplied by the gear ratio between motor 26 and input shaft 18 of automatic transmission 12. Current transmission ratio and final gear ratio To determine the available wheel torque under the current gear ratio The value of, that is:

[0153]

[0154] The ratio to be calculated at box 564 , and Provided to one or both of boxes 566 and 568. Boxes 566 and 568 are based on the corresponding gear ratio. Available wheel torque Usage rate , and Evaluate one or more transmission ratios Which gear ratio should be allowed? Box 566 adapts the evaluation to scenarios where there is an increased load. Box 568 adapts the evaluation to scenarios where there is a constant load or a near-constant load. Figure 11 An example of the constituent boxes included in box 566 is shown. Ratios, which are input parameters, are received at boxes 570, 577, and 574, respectively. , and (From box 564). Obtained at box 576. minimum threshold For example, it can be obtained by accessing data about the minimum threshold from the memory 108 of the control system 100.

[0155] Box 582 includes Each element With minimum threshold The comparison is performed to determine which is larger, and a logical vector is returned. , where each element It comes from the Boolean field {0,1} and effectively indicates a given gear ratio. Available wheel torque Does it exceed the obtained wheel torque? Predefined ratio Obtained at box 578. minimum threshold For example, it can be obtained by accessing data about the minimum threshold from the memory 108 of the control system 100.

[0156] Box 584 includes Each element With minimum threshold The comparison is performed to determine which is larger, and a logical vector is returned. , where each element It comes from the Boolean field {0,1} and effectively indicates a given gear ratio. Available wheel torque Does it exceed the wheel torque requirement? Predefined ratio Obtained at box 580. minimum threshold For example, it can be obtained by accessing data about the minimum threshold from the memory 108 of the control system 100.

[0157] Box 586 includes Each element With minimum threshold The comparison is performed to determine which is larger, and a logical vector is returned. , where each element It comes from the Boolean field {0,1} and effectively indicates a given gear ratio. Available wheel torque Does it exceed the available wheel torque at the current gear ratio? Predefined ratio Box 588 includes the following: , and Apply element-wise logical AND operation to return another logical vector. , so that:

[0158]

[0159] Logical vector This indicates the initial determination of the permissible transmission ratio. If the element... Given a transmission ratio It is indicated as allowed. This is only true when... , and This occurs when each value equals 1. Therefore, this applies to the available wheel torque under these conditions. Gear ratios exceeding the following Occurrence: The obtained wheel torque Predefined ratio Wheel torque requirements Predefined ratio and the available wheel torque under the current gear ratio. Predefined ratio .

[0160] If element Given a transmission ratio It is indicated as not allowed. This is only... , and This occurs when any one or more of the values ​​in the equation are equal to 0. Therefore, this applies to the available wheel torque under these conditions. Gear ratio less than or equal to one or more of the following Occurrence: The obtained wheel torque Predefined ratio Wheel torque requirements Predefined ratio and the available wheel torque under the current gear ratio. Predefined ratio At box 590, the allowed gear ratio will be specified. The initial determination is provided as an output parameter (from box 566). It will be understood that this output parameter forms the input parameter for another box (specifically, box 604) in method 500, rather than the output from control system 100.

[0161] Figure 12 An example of the constituent boxes included in box 568 is shown. Ratios, which are input parameters, are received at boxes 570, 577, and 574, respectively. , and (From box 564). Obtained at box 576. minimum threshold , such as regarding Figure 11 The example described above. Returning the logical vector via box 582. , such as regarding Figure 11 The example described. Box 592 includes... Each element and The corresponding elements are compared to return a new vector containing the element-wise maximum value. Box 596 includes maximizing each element of this new vector. With minimum threshold The comparison is performed to determine which is larger, and a logical vector is returned. , where each element It comes from the Boolean field {0,1} and effectively indicates a given gear ratio. Available wheel torque Does it exceed at least one of the following: wheel torque requirements? Predefined ratio Or the available wheel torque at the current gear ratio Predefined ratio .

[0162] The maximum value is obtained at position 594. minimum threshold This can be obtained, for example, by accessing data about the minimum threshold from the memory 108 of the control system 100. Box 598 includes... and Apply element-wise logical AND operation to return another logical vector. , so that:

[0163]

[0164] Logical vector This indicates the initial determination of the permissible transmission ratio. If the element... Given a transmission ratio It is indicated as allowed. This is only true when... and This occurs when both are equal to 1. Therefore, this applies to the available wheel torque under these conditions. Gear ratios exceeding the following Occurrence: The obtained wheel torque Predefined ratio and at least one of the following: wheel torque requirements Predefined ratio Or the available wheel torque under the current gear ratio Predefined ratio .

[0165] If element Given a transmission ratio It is indicated as not allowed. This is only... and This occurs when any one or more of them equal zero. Therefore, this applies to the available wheel torque under these conditions. The transmission ratio is as follows: Occurrence: Less than or equal to the obtained wheel torque Predefined ratio Or less than or equal to the wheel torque requirement Predefined ratio Available wheel torque at the current gear ratio Predefined ratio Both.

[0166] At box 600, the allowed transmission ratio will be... The initial determination (from box 568) is provided as an output parameter. It will be understood that this output parameter forms the input parameter for another box in method 500 (specifically, box 604), rather than being the output from the control system 100. In some examples, this is a minimum threshold (predefined scale). , , and It can include a set of values ​​instead of a single value. Within a set of values, there can be values ​​for one or more gear ratios. Specific values ​​for each gear ratio in the vector. These sets of values ​​can be vectorized. , , , Provided in the form of [formula missing]. In such an example, [action missing] will be performed element-wise with the ratio. , and A comparison.

[0167] return Figure 10 Box 604 includes determining whether there is an increased load or a constant (or near-constant) load, and based on this determination, selecting between execution box 566 and execution box 568, or selecting between using output parameters from box 566 and using output parameters from box 568. The load is evaluated based on a target powertrain torque increment (received at box 518) or a target powertrain torque gradient (received at box 520).

[0168] The target powertrain torque increment indicator indicates the wheel torque demand since the propulsion system 22 is transitioning from electric mode to parallel hybrid mode. The amount of change. The target powertrain torque gradient indicates the wheel torque demand. The rate of change within an adjustable time period.

[0169] In some, but not all, examples, method 500 includes box 602, which enables switching on which of the two input parameters will be used to evaluate the load. In other examples, only one of these parameters can be an input parameter of method 500, and the load will be evaluated based solely on that parameter. If the target powertrain torque increment is greater than or equal to a threshold amount, or if the target powertrain torque gradient is greater than or equal to a threshold rate, then box 604 determines that the load is increasing. This indirectly determines whether the wheel torque demand is increasing by at least a threshold amount or at at least a threshold rate. If it is determined that the load is increasing, then box 604 selects to use box 566 (instead of box 568) to perform the allowable gear ratio. The initial determination or selection accepts the output of box 566 (instead of the output of box 568) as the allowed gear ratio. The initial determination is then provided to box 608.

[0170] If the target powertrain torque increment is less than a threshold amount, or if the target powertrain torque gradient is less than or equal to a threshold rate, then box 604 determines that the load is constant or nearly constant. This indirectly determines whether the wheel torque demand increases by less than a threshold amount or at a less than threshold rate. If the load is determined to be constant or nearly constant, then box 604 selects to use box 568 (instead of box 566) to perform the allowable gear ratio. The initial determination or selection accepts the output of box 568 (instead of the output of box 566) as the allowed gear ratio. The initial determination is then provided to box 608.

[0171] In some examples, method 500 can filter out gear ratios that are not permitted according to other methods already performed by system 100. And due to hardware limitations that may arise from the arrangement of gears in gear set 16 or the way the shifting mechanism operates, it is impossible to change the current gear ratio. The gear ratio for direct shifting to it.

[0172] This can be achieved using box 608. Box 608 includes applying an element-wise logical AND operation to:

[0173] For the permitted transmission ratio The initial determination;

[0174] Limited transmission ratio Which transmission ratio is currently allowed in the vector? (Received at box 522); and

[0175] Limited transmission ratio Which gear ratio is transmitted from the current gear ratio? Direct shifting is a possible vector. .

[0176] vector This can be obtained from a lookup table stored in the memory 108 of the control system 100, which defines the possible gear shifts from each gear ratio. Therefore, the current gear ratio... It can be used as an index in a lookup table to extract vectors. Box 608 thus completes the determination of the permissible gear ratio. The final determined permissible gear ratio is output at box 616. It will be understood that this is the output of method 500, not the output from control system 100. This output can be used by one or more other methods executed by control system 100 to derive output from control system 100.

[0177] When the state of propulsion system 22 (received at box 502) indicates that propulsion system 22 is transitioning from electric mode to parallel hybrid mode, method 500 can be activated and the output at box 616 can be provided. This ensures that gear ratios that would cause an excessively significant drop in wheel torque are continuously identified and prevented throughout the transition. In some examples, method 500 can be enabled during a predefined period after the transition to parallel hybrid mode is complete, and the output at box 616 is provided.

[0178] Box 610 includes a timer activated when the state of propulsion system 22 changes from indicating that propulsion system 22 is transitioning from electric mode to parallel hybrid mode to indicating that propulsion system 22 is in parallel hybrid mode. The timer counts down from a predefined value, expiring after a predefined period. The timer can be reset if the state of propulsion system 22 changes to indicating that propulsion system 22 is in electric mode or transitioning from parallel hybrid mode to electric mode.

[0179] Box 612 includes determining whether the propulsion system 22 is transitioning from electric mode to parallel hybrid mode, or whether the timer in box 610 is running. If so, box 614 allows for the permitted gear ratio. It can be passed to box 616 for output. If not, box 614 will not allow the permitted gear ratio. It can be passed to box 616 for output, and therefore no output is provided from method 500.

[0180] Figure 13 Examples are shown of method 700, which method 400 may rely on in some examples to perform blocks 460 and 470 (allowing and disallowing shifting). Blocks 710 and 720 respectively include receiving signals indicating speed parameters and signals indicating accelerator input. The speed parameters can be any speed parameters suitable for determining the gear ratio under which the automatic transmission 12 is to be positioned.

[0181] For example, the speed parameter can be the speed parameter of vehicle 1, such as the longitudinal speed of vehicle 1 (the longitudinal direction is defined by the axis between the front and rear of vehicle 1). Alternatively, the speed parameter can be the speed parameter of powertrain components, such as the rotational speed of one or more wheels of wheel 34, or the rotational speed of transmission output shaft 20, or the rotational speed of transmission input shaft 18 (which can be measured from the rotational speed of the turbine of torque converter 14), or the rotational speed of engine 24 and / or motor 26. In some examples, the speed parameter can be a ratio between the aforementioned parameters, particularly those related to the speed on either side of gear set 16, such as the ratio between the longitudinal speed of the vehicle and the engine / motor speed, or the ratio between the wheel speed and the transmission input shaft speed.

[0182] In some examples, the speed of the transmission output shaft 20 can be used because it can be measured within the automatic transmission system 10, and therefore network latency and communication issues will not affect the signal indicating that speed. The accelerator input can depend on, for example, accelerator pedal depressurization (APD) or autonomous driving torque demands from an automated driving system (ADS) or advanced driver assistance system (ADAS). The accelerator input can indicate the requested or pending torque of the propulsion system 22.

[0183] Box 730 includes determining the target gear ratio based on speed parameters and accelerator input. The target gear ratio can be determined with reference to an active shift map. The shift map defines multiple parameter space regions spanned by the speed parameters and accelerator input. Each of these regions corresponds to a different gear ratio. The target gear ratio can be determined as a gear ratio associated with the region where the point described by the values ​​of the speed parameter and the accelerator input lies. However, the gear ratio suggested by the shift map may be further limited by gear availability, and therefore the target gear ratio can alternatively be based on the output from the shift map.

[0184] Multiple shift patterns can be stored in the memory 108 of the control system 100. The active shift pattern can be selected based on internal and external factors such as road load (a reflection of driving resistance calculated based on weight, gradient, etc.), driver's driving style, and the operating mode of the propulsion system 22. In some examples, multiple stored shift patterns can be selected, and interpolation can be performed between these shift patterns to generate the active shift pattern. Additionally or alternatively, the shift thresholds defined by the selected or interpolated shift patterns can be modified to compensate for factors such as engine speed limits, altitude and temperature, and reduced powertrain capability.

[0185] During the transition from electric mode to parallel hybrid mode, the active shift profile can change from one suitable for electric mode (which tends to keep motor 26 at higher speeds) to one suitable for parallel hybrid mode (which tends to keep motor 26 at lower speeds). Therefore, assuming, among other things, driving conditions (e.g., vehicle speed) remain constant, the change in the active shift profile will promote a shift of the target gear ratio towards a lower gear ratio, sometimes by multiple gear levels.

[0186] Box 740 includes determining whether a target gear ratio is identified as permissible based on any previous example. For example, it could be determined whether the target gear ratio is permissible based on the available wheel torque thereunder. Exceeding the obtained wheel torque Predefined ratio One or more transmission ratios The instruction is provided as an input parameter to box 740. In some, but not necessarily all, examples, this may involve the allowed gear ratio. (The output from method 500) is provided as input to box 740.

[0187] If the target gear ratio is identified as permissible (from the "Yes" path of block 740), method 700 proceeds to block 750. Block 750 includes a signal that outputs a command to initiate a shift toward the target gear ratio.

[0188] If the target gear ratio is not identified as permissible (from the "No" path of block 740), method 700 proceeds to block 760. Block 760 includes suppressing the output of a signal including a command to initiate a shift to the target gear ratio. Optionally, method 700 may include block 770. Block 770 includes adjusting the target gear ratio such that it is set equal to the target gear ratio and the current gear ratio. The next gear ratio between. In other words, the target gear ratio is towards the current gear ratio. Regress one gear. Then pass the adjusted target gear ratio to block 740. Repeat this operation until an acceptable adjusted target gear ratio is determined. Thus, in the example where method 700 includes block 770, the output includes a signal that initiates a shift to the gear ratio closest to the original, acceptable gear ratio.

[0189] As used herein, the term "obtain / obtaining" (and its grammatical variations) can include, but is not limited to: calculation, operation, processing, derivation, measurement, investigation, identification, searching (e.g., searching in a table, database, or other data structure), ascertaining, etc. Furthermore, "obtain / obtaining" can include receiving (e.g., receiving information), accessing (e.g., accessing data in memory), determining, etc. Additionally, "obtain / obtaining" can include solving, selecting, picking, establishing, etc.

[0190] It will be understood that embodiments of the present invention can be implemented in any suitable form, in hardware, in software, or in a combination of hardware and software. For example, it is contemplated that the invention is not limited to implementation via a programmable processing device, and that at least some and all of the functional and / or method steps of the invention, and in some embodiments, can be equivalently implemented via non-programmable hardware, such as non-programmable ASICs, Boolean logic circuits, etc. It will be understood that various changes and modifications can be made to the invention without departing from the scope of this application.

[0191] Figures 7 to 13 The boxes shown may represent steps in a method and / or code segments in computer program 110. The illustration of a particular order of boxes does not necessarily imply a requirement or preferred order for the boxes, and the order and arrangement of the boxes may be changed. Furthermore, some steps may be omitted.

[0192] For the purposes of this disclosure, it should be understood that the controllers described herein may each include a control unit or computing device having one or more electronic processors, said one or more processors being collectively configured to perform the control system functions set forth in the control system claims. Features described in the preceding description may be used in combinations other than those explicitly described. While various functions have been described with reference to certain features, those functions can be performed by other features regardless of whether they have been described. While features have been described with reference to certain embodiments, those features may also exist in other embodiments, regardless of whether those other embodiments have been described.

Claims

1. A control system for an automatic transmission of a vehicle, the control system comprising one or more controllers, the control system being configured to: receive an input signal indicative of a state of a propulsion system of the vehicle; obtain a current wheel torque in dependence on the propulsion system being transitioning from an electric mode to a parallel hybrid mode; determine available wheel torque at one or more gear ratios selectable within the automatic transmission; determine whether the available wheel torque at the one or more gear ratios exceeds a predefined proportion of the obtained wheel torque; allow a shift to any gear ratio of the one or more gear ratios at which the available wheel torque exceeds the predefined proportion of the obtained wheel torque; and inhibit a shift to any gear ratio of the one or more gear ratios at which the available wheel torque is less than or equal to the predefined proportion of the obtained wheel torque. the control system being configured to:

2. The control system of claim 1, wherein, receive a signal indicative of a current torque at an input shaft of the automatic transmission; determine the available wheel torque at the one or more gear ratios by multiplying a respective gear ratio of the one or more gear ratios by a final drive ratio and by the current torque at the input shaft of the automatic transmission or a predicted torque at the input shaft of the automatic transmission. the control system being configured to:

3. The control system of claim 2, wherein, receive a signal indicative of a power limit applied to an electric machine; and receive a signal indicative of a current speed of the electric machine, wherein the predicted torque at the input shaft of the automatic transmission is given by a minimum between: the power limit applied to the electric machine multiplied by a drive ratio between the electric machine and the input shaft divided by an expected speed of the electric machine for a respective gear ratio of the one or more gear ratios at a current vehicle speed; and a target torque of the input shaft based on an accelerator input. the expected speed of the electric machine for a respective gear ratio of the one or more gear ratios at the current vehicle speed is given by a calculation of:

4. The control system of claim 3, wherein, the current speed of the electric machine multiplied by a respective gear ratio of the one or more gear ratios divided by a current drive ratio. the control system being configured to:

5. The control system of any one of claims 2 to 4, wherein, determine whether the current torque at the input shaft of the automatic transmission is within an adjustable offset of a calculation of: the power limit applied to the electric machine multiplied by a drive ratio between the electric machine and the input shaft of the automatic transmission divided by the current speed of the electric machine; and if the current torque at the input shaft of the automatic transmission is within the adjustable offset, determine the available wheel torque at the one or more gear ratios by multiplying a respective gear ratio of the one or more gear ratios by the predicted torque at the input shaft of the automatic transmission and by the final drive ratio, and if the current torque at the input shaft of the automatic transmission is not within the adjustable offset, then determining an available wheel torque at the one or more gear ratios by multiplying a respective one of the one or more gear ratios by the current torque at the input shaft of the automatic transmission and by the final drive ratio.

6. The control system of any preceding claim, wherein, The control system is configured to: continue to determine an available wheel torque at the one or more gear ratios and to continue to prohibit a shift to any of the one or more gear ratios at which the available wheel torque does not exceed a predefined proportion of the obtained wheel torque while the propulsion system is transitioning from the electric mode to the parallel hybrid mode and for a predefined period after completion of the transition to the parallel hybrid mode.

7. The control system of any preceding claim, wherein, The control system is configured to: determine whether the available wheel torque at the one or more gear ratios exceeds at least one of: a predefined proportion of the wheel torque demand; a predefined proportion of the available wheel torque at the current gear ratio, wherein the allowed shifts are limited to the gear ratios of the one or more gear ratios at which the available wheel torque exceeds at least one of: the predefined proportion of the wheel torque demand; the predefined proportion of the available wheel torque at the current gear ratio.

8. The control system of claim 7, wherein, The wheel torque demand is given by: a target torque of an input shaft of the automatic transmission based on an accelerator input multiplied by the current gear ratio multiplied by a final drive ratio.

9. The control system of claim 7 or claim 8, wherein, The available wheel torque at the current gear ratio is given by: a gear ratio between the electric machine and the input shaft of the automatic transmission multiplied by the current gear ratio multiplied by a final drive ratio multiplied by a minimum between: a maximum available electric machine torque indicated by the received input signal; a power limit applied to the electric machine divided by the current speed of the electric machine.

10. The control system of any one of claims 7 to 9, wherein, The control system is configured to: determine whether the wheel torque demand is increasing at least a threshold amount or at least a threshold rate, wherein if the wheel torque demand is increasing at least the threshold amount or at least the threshold rate, the allowed shifts are limited to the gear ratios of the one or more gear ratios at which the available wheel torque exceeds both the predefined proportion of the wheel torque demand and the predefined proportion of the available wheel torque at the current gear ratio.

11. The control system of claim 10, wherein, if the wheel torque demand is not increasing at least the threshold amount or at least the threshold rate, the allowed shifts are limited to the gear ratios of the one or more gear ratios at which the available wheel torque exceeds a predefined proportion of a minimum between: the wheel torque demand; and the available wheel torque at the current gear ratio.

12. An automatic transmission system comprising the control system of any preceding claim and an automatic transmission.

13. A vehicle comprising the automatic transmission system of claim 12.

14. A method of controlling an automatic transmission of a vehicle, the method comprising: receiving an input signal indicative of a state of a propulsion system of the vehicle; obtaining a current wheel torque in dependence on the propulsion system being in the process of switching from the electric mode to the parallel hybrid mode; determining an available wheel torque at one or more selectable gear ratios within the automatic transmission; determining whether the available wheel torque at the one or more gear ratios exceeds a predefined proportion of the obtained wheel torque; allowing a gear shift to any gear ratio of the one or more gear ratios at which the available wheel torque exceeds the predefined proportion of the obtained wheel torque; and inhibiting a gear shift to any gear ratio of the one or more gear ratios at which the available wheel torque is less than or equal to the predefined proportion of the obtained wheel torque.

15. Computer readable instructions arranged, when executed by a computer, to perform the method according to claim 14.

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