HEV engine start vibration reduction system

Abstract

The present disclosure relates to an HEV engine start vibration reduction system. A hybrid electric power split vehicle equipped with a continuously variable transmission connecting an electric motor / generator to a combustion engine includes a system and method for generating a compensating EM torque to counter possible resonant noise and vibration during CE start by improving EM control to reduce possible resonant noise and vibration. The system and method include a predetermined baseline CE operating condition start torque profile stored as an OC grid. A start profile is generated by a selected start torque SOCG and by a selected historical start OCG of previous engine and / or CE starts, which includes previous start noise and vibration metrics and previous start OC and related parameters. The start profile is calibrated using a mixing factor, which is generated based on a comparison of the SOCG and is used to generate a feedforward torque signal that adjusts the EM torque to reduce start noise and vibration resonance.

Description

Technical Field

[0001] The present disclosure generally relates to systems and methods for reducing engine vibrations during startup of a hybrid electric vehicle. Background Art

[0002] A hybrid electric vehicle (HEV) has a powertrain that includes a propulsion engine (such as a combustion engine (CE)) and an electric motor / generator or electric motor / generator / starter (EM) for generating power and torque to propel the vehicle. Unlike a conventional driveline with an automatic transmission, in which a fluid-coupled torque converter is present, a HEV may have a power-split powertrain that transfers torque from the CE and EM to the vehicle driveline and wheels with less mechanical damping. Controlling such an HEV to ensure good occupant drivability perception requires reducing undamped or under-damped noise and vibration, particularly when transitioning between electric and CE modes where a stopped CE needs to be restarted.

[0003] A power-split HEV powertrain system includes a planetary gear set with a speed ratio that achieves control of the engine and / or CE speeds through a controlled EM speed torque signal. During the start-up phase of the CE of such a power-split HEV, the EM speed is accelerated to a point where the CE speed reaches a desired CE speed before combustion begins. During engine and / or CE acceleration, the CE and powertrain pass through one or more possible resonant speed ranges depending on the mechanical damping characteristics of the CE, EM, and powertrain (which may include an electronic continuously variable transmission (eCVT)). In some cases, during low HEV speeds, when road and other nominal vibrations and noise may otherwise mask the CE start-up resonance, vehicle occupants may perceive such possible resonances. Previously, such possible resonances were addressed by reducing CE acceleration time or by real-time, computationally intensive, thermodynamically based CE torque control capabilities. Summary of the invention

[0004] The present disclosure relates to systems and methods for reducing, compensating and / or eliminating resonant noise and vibration during engine and / or CE startup of a power-split HEV equipped with an eCVT. The systems and methods are capable of improving control of the EM, thereby generating compensating torque at discrete time intervals during CE startup to counteract such possible CE and powertrain noise and vibration resonances. The systems and methods include a predetermined and / or experimentally determined baseline CE operating condition (OC) starting torque profile, which is stored as an OC grid (SOCG) in a starting torque profile or SOCG database. The SOCG and database are stored in one or more HEV controllers and / or components and are selected during HEV operation as a function of the current operating conditions and environmental conditions of the HEV.

[0005] A startup profile is generated or produced based on the selected cranking torque OCG or SOCG, and also based on historical cranking OCG (HOCG) of previous engine and / or CE starts recorded as SOCG in a historical database, which includes previous startup noise and vibration metrics and previous startup OC and related parameters. The startup profile is calibrated using a blending factor generated based on a comparison, difference and / or "distance" between the current OC, the selected cranking torque OCG and the historical startup OCG. A feed-forward torque signal for regulating and controlling EM torque is generated using the calibrated startup profile to reduce, compensate and / or eliminate startup noise and vibration resonances.

[0006] More specifically, the controller is configured to select a closest operating condition (OC) grid (NOCG) from a stored operating condition grid (SOCG) based on the current CE OC. The controller searches for a starting torque SOCG using the current OC of the CE to determine and then select the SOCG that is closest to the current CE OC. In addition, the controller also selects one of the following from the SOCG: (a) the HOCG and (b) the closest neighboring OC grid (NNOCG) when there is no stored HOCG. Similar to the previous search for the closest or proximate starting torque SOCG, the NNOCG is found, and the NNOCG is the next closest or proximate starting torque SOCG, which can be used when no previously recordable HOCG is available.

[0007] Once the NOCG, HOCG and / or NNOCG are found and selected, the controller generates a blending factor that is the minimum difference or "distance" between the current CE OC and the one of the HOCG and NNOCG and each of the NOCG. The one of the HOCG and NNOCG, the blending factor and the NOCG are then used to generate, produce and / or calibrate a startup profile. The controller then generates the engine and / or CE starting torque and the feed-forward torque signal of the EM based on the calibrated startup profile so that possible noise and vibration resonances can be reduced, compensated and / or eliminated.

[0008] The controller may also use the calibrated startup profile and the generated CE startup torque of the CE to adjust the gear ratio of the eCVT to further reduce, compensate and / or eliminate possible startup resonance of noise and vibration. In addition, the controller may include and / or use a startup torque compensation factor based on a mechanical damper model of the eCVT to further calibrate the CE startup torque. The additional calibrated CE startup torque may be used to further adjust the gear ratio of the eCVT.

[0009] The engine start OC and noise and vibration recorder may be included in and / or connected to the controller and other HEV components and systems, and is configured to generate a new HOCG for each engine start and store it in a historical database, and the new HOCG also includes a minimum noise and vibration metric (MNVM). The controller may directly generate the MNVM, and may also detect engine and / or CE start noise and vibration from one or more sources (including at least active noise cancellation microphones, motor speed and acceleration, vehicle body acceleration, CE mounting frame vibration, vehicle sensitivity parameters, and accelerator pedal position and rate of change). The controller may also generate a predetermined correlation value for each detected noise and vibration source, which is related to the actual noise and vibration perceived by the vehicle occupants, and generate the MNVM based on the correlation value. The controller may also use the MNVM to generate the distance by comparing the current CE OC and the current CE start noise and vibration with the OC and MNVM of each NOCG, HOCG, and NNOCG.

[0010] According to the present invention, a vehicle is provided, the vehicle comprising an electronic continuously variable transmission connected to an engine, an electric machine and at least one controller, the at least one controller being configured to perform the following operations at discrete time intervals during engine starting: adjusting the torque of the electric machine using a feedforward torque signal generated according to an engine starting profile to reduce engine starting vibration, the engine starting profile being generated using a mixing factor, the mixing factor being generated as a difference between an engine operating condition and a stored operating condition grid.

[0011] According to one embodiment of the present invention, the at least one controller is further configured to: select a closest operating condition grid (NOCG) from a stored operating condition grid (SOCG) based on a current engine operating condition (OC); select one of (a) a historical OC grid (HOCG) and (b) a closest neighboring OC grid (NNOCG) when no HOCG exists from the SOCG; generate a mixing factor as the difference of the minimum distance among the distances between the current engine OC and the one of the HOCG and the NNOCG and each of the NOCG; calibrate an engine starting profile using the one of the HOCG and the NNOCG, the mixing factor, and the NOCG; and generate an engine starting torque and a feed-forward torque signal based on the calibrated engine starting profile.

[0012] According to an embodiment of the invention, the at least one controller is further configured to select the NOCG and the NNOCG from the SOCG in the database of predetermined baseline OC grids and select the HOCG from the historical database of SOCGs of previous engine starts.

[0013] According to one embodiment of the present invention, the at least one controller is also configured to: generate a starting torque compensation factor based on a mechanical damper model of the electronic continuously variable transmission; calibrate the engine starting torque using the starting torque compensation factor; and adjust the transmission ratio of the electronic continuously variable transmission based on the calibrated engine starting profile and the calibrated engine starting torque.

[0014] According to one embodiment of the present invention, the vehicle further comprises an engine start OC and a noise and vibration recorder; the at least one controller is connected to the recorder and is further configured to: generate a new HOCG for each engine start using the recorder and store the new HOCG in a database of the HOCG, wherein the new HOCG comprises a minimum noise and vibration metric (MNVM).

[0015] The present disclosure relating to implementations and configurations of these vehicles and methods of operation describes several exemplary arrangements of embodiments of the present disclosure with fewer variations in technical detail, and the exemplary arrangements are further described in more detail in the following detailed description in conjunction with the accompanying drawings and claims.

[0016] This Summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used to help determine the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented independently in various exemplary embodiments, or, as further described elsewhere herein, may be combined in other exemplary configurations, and may also be understood by those skilled in the relevant art with reference to the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] A more complete understanding of the exemplary embodiments of the present disclosure may be obtained by referring to the detailed description and claims when considering the following drawings, wherein the same and similar reference numerals indicate similar, related and / or identical elements throughout the drawings. The drawings and annotations thereon are provided to facilitate understanding of the present disclosure and do not limit the breadth, scope, scale or applicability of the present disclosure. The drawings are not necessarily drawn to scale and may be schematic diagrams intended to describe the present disclosure to persons skilled in the relevant art.

[0018] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators, and methods of operation;

[0019] Figure 2 Shows Figure 1 Additional aspects and functionality of the vehicles, systems and methods of the present invention, wherein certain components and functionality are added, removed, modified and rearranged;

[0020] Figure 3 Depicted Figure 1 and Figure 2 multiple aspects of the components. DETAILED DESCRIPTION

[0021] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments and alternative arrangements thereof may take various other forms and preferred forms. The accompanying drawings include some features that may be exaggerated or minimized to illustrate or emphasize the details of specific components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative and illustrative basis for demonstrating and teaching those skilled in the art to utilize the embodiments of the present disclosure in various forms.

[0022] As will be appreciated by those of ordinary skill in the art, the various features, components, and processes shown and described with reference to any of the accompanying drawings may be combined with the features, components, and processes shown in one or more other accompanying drawings to produce embodiments that should be obvious to those skilled in the art and within the knowledge of those skilled in the art but may not be explicitly shown or described. The combination of features shown here is a representative embodiment for many typical applications. However, various combinations and variations of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations, and should be easily within the knowledge, skills, and capabilities of personnel working in the relevant technical field.

[0023] Referring now to the various drawings and illustrations, and to Figure 1 and Figure 2 (See now especially Figure 1 ), a schematic diagram of a hybrid electric vehicle (HEV) 100 is shown, and representative relationships between components of the HEV 100 are shown. The physical layout and orientation of the components in the vehicle 100 can vary. The vehicle 100 includes a driveline 105 having a powertrain 110, which includes a combustion engine (CE) 115 for generating power and torque to propel the vehicle 100 and an electric machine or electric motor / generator / starter (EM) 120. The engine 115 is an engine or fuel cell driven by gasoline, diesel, biofuel, natural gas or an alternative fuel, which, in addition to generating output torque, also generates other forms of electrical power, vacuum power, pressure power and hydraulic power through the front-end engine accessories described elsewhere herein. The engine 115 can be connected to the electric machine or EM 120 via a disconnect clutch 125. When the disconnect clutch 125 is at least partially engaged, the engine 115 generates such power and associated engine output torque for transmission to the EM 120.

[0024] The EM 120 may be any of a variety of types of electric machines, such as a permanent magnet synchronous motor, an electric generator, and an engine starter 120. For example, when the disconnect clutch 125 is at least partially engaged, power and torque may be transferred from the engine 115 to the EM 120 to operate as a generator and to other components of the vehicle 100. Similarly, in a vehicle that includes or does not include a separate engine starter 135, the EM 120 may operate as a starter for the engine 115 with the disconnect clutch 125 partially or fully engaged to transfer power and torque to the engine 115 via the disconnect clutch drive shaft 130 to start the engine 115.

[0025] In addition, in a "hybrid electric mode" or "electric assist mode," the EM 120 can assist the engine 115 by transmitting additional power and torque to rotate the drive shafts 130 and 140. In addition, the EM 120 can operate in an electric-only mode in which the engine 115 is disconnected and turned off via the disconnect clutch 125, thereby enabling the EM 120 to transmit positive or negative torque to the EM drive shaft 140. When the EM 120 is in a generator mode, the EM 120 can also be commanded to generate negative torque and thereby generate electricity for charging the battery and powering the vehicle electrical system while the engine 115 generates propulsion power for the vehicle 100. As described in more detail below, the EM 120 can also achieve regenerative braking by converting rotational energy from the decelerating powertrain 110 and / or wheels 154 into electrical energy for storage in one or more batteries 175, 180.

[0026] The disconnect clutch 125 can be disengaged to enable the engine 115 to stop or operate independently to drive engine accessories, while the EM 120 generates drive power and torque to propel the vehicle 100 via the EM drive shaft 140 and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the EM 120 can operate with the disconnect clutch 125 fully or partially engaged to propel the vehicle 100 in coordination through the drive shafts 130, 140, 150, the differential 152 and the wheels 154. The differential 152 can transmit approximately equal torque to each wheel 154 and accommodate slight speed differences to enable the vehicle to turn and maneuver. Different types of differentials or similar devices can be used to distribute equal and / or unequal torque from the powertrain 110 to the wheels 154 of front-wheel drive vehicles, rear-wheel drive vehicles, and all-wheel drive vehicles. In some vehicles, the differential torque distribution can be controlled and varied to achieve a desired operating mode or condition in which each wheel 154 receives different torque.

[0027] For a powertrain 110 that includes multiple EM 120 configurations connected in-line or otherwise, the drive shafts 130 for the engine 115 and EM 120 may be a single, continuous through shaft that is part of and integral with the EM drive shaft 140, or may be separate, independent drive shafts 130 that may be configured to rotate independently of the EM drive shaft 140. Figure 1The schematic diagram of also contemplates alternative configurations having more than one engine 115 and / or EM 120 that may be offset relative to the drive shafts 130, 140, wherein one or more of the engine 115 and EM 120 are disposed elsewhere in the drive train 105 (such as, as part of a transmission, axially offset from the drive shaft, and / or elsewhere within other devices) in a series and / or parallel manner. Other variations are also contemplated without departing from the scope of the present disclosure.

[0028] The transmission 105 and the drivetrain 110 also include a mechanical damper (MD) 155 and a transmission 160, which may be an electronic continuously variable transmission (eCVT) 160 that also connects the engine 115 and the EM 120 of the drivetrain 110. The transmission 160 may also be an automatic and / or manual transmission or gearbox 160 with multiple step ratios and / or multiple variable torque-multiplier-ratios of multiple selectable variable ratio gears. In some variations, the transmission or eCVT 160 may include the EM 120, the disconnect clutch 125, and the MD 155 integrated with the transmission or eCVT 160.

[0029] The transmission or gearbox 160 may include a gear set (not shown) or a plurality of manually and / or electronically automatically selectable gears that are selectively placed in different gear ratios through manual actuation or automatically actuated hydraulic or electromechanical engagement of friction elements (such as clutches and brakes) and other elements to establish desired multiple discrete or stepped gear ratios and torque multiplication ratios. The friction elements may be controlled by a shift schedule implemented by one or more controllers that connects and disconnects specific elements of the gear set to control the torque multiplication ratio between the drive shafts 130, 140 and the transmission output drive shaft 150. As described elsewhere herein, the eCVT or transmission 160 is manually switched from one torque multiplication ratio to another and / or automatically switched from one torque multiplication ratio to another by a controller based on various vehicle operating conditions. The transmission 160 then transmits the powertrain output torque to the output drive shaft 150 to propel the HEV 100 , and to the drive shafts 130 , 140 to accelerate and start the CE 115 , and to enable reduced CE starting noise and vibration.

[0030] The transmission 160 is only one example of a transmission or gearbox device, and any similar assembly that converts the input torque from the engine 115 and the EM 120 and transmits the input torque from the engine 115 and the EM 120 to the output drive shaft 150 at the different torque multiplication ratios is contemplated for use in the embodiments described herein. For example, the transmission 160 may be implemented by an automatic mechanical (or manual) transmission including a servo motor that translates and rotates a shift fork along a shift rail to select a desired gear ratio, and the transmission may be configured to operate within a range of vehicle torque requirements.

[0031] In other variations, a transmission oil pump 165 is included and connected to the EM 120 to generate hydraulic oil pressure for any number of components (which may include, for example, a release or disconnect clutch 125, the MD 155, and the transmission 160) when the engine 115 is disconnected and / or shut down. An electric auxiliary transmission oil pump 170 may also be included, used alone or in combination with other components, to supplement and / or generate hydraulic pressure when both the engine 115 and the EM 120 are unpowered or otherwise unable to generate hydraulic pressure.

[0032] The powertrain 110 and / or drive train 105 also include one or more batteries 175, 180. One or more of the batteries may be a higher voltage DC battery or battery 175 operating in the range of about 48 volts to 600 volts (sometimes about 140 volts to 300 volts, or greater or less), which is used to store and supply electrical energy to the EM 120 and other vehicle components and accessories. The other battery may be a low voltage DC battery 180 operating in the range of about 6 volts to 24 volts (or greater or less), which is used to store and supply electrical energy to the starter 135 to start the engine 115, and to supply electrical energy to other vehicle components and accessories.

[0033] like Figure 1As depicted, the batteries 175, 180 are connected to the engine 115, EM 120, and vehicle 100, respectively, through various mechanical and electrical interfaces and vehicle controllers (as described elsewhere herein). The high voltage EM battery 175 is also connected to the EM 120 through one or more of a motor control module (MCM), a battery control module (BCM), and / or power electronics 185, which are configured to condition the direct current (DC) power provided by the high voltage (HV) battery 175 to the EM 120. The MCM / BCM 185 is also configured to condition, invert, and transform the DC battery power into three-phase alternating current (AC) power typically required to drive the motor or EM 120. The MCM / BCM 185 is also configured to charge one or more batteries 175, 180 using energy generated by the EM 120 and / or FEAD components, and to power other vehicle components as needed.

[0034] The vehicle 100 may also include one or more brakes 190 connected to the wheels 154 and a brake system control module (BSCM) 195. The brakes 190 and BSCM 195 are operable to mechanically and / or electrically decelerate the wheels 154 and enable regenerative braking that captures deceleration energy from the wheels 154, and cooperate with the MCM / BCM 185 (and possibly other controllers), the EM 120, and other components to enable charging of the HV battery 175, other batteries 180, and other power storage components.

[0035] Continue to refer to Figure 1 , the vehicle 100 also includes one or more controllers and computing modules and systems that enable various vehicle functions. For example, the vehicle 100 may include a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205 that communicate with the MCM / BCM 185, BSCM 195, other controllers, and vehicle networks (such as a controller area network (CAN) 210 and a larger vehicle control system and other vehicle networks including other microprocessor-based controllers described elsewhere herein). The CAN 210 may include a network controller in addition to communication links between controllers, sensors, actuators, and vehicle systems and components.

[0036] Although the MCM / BCM 185, BSCM 195, VSC 200, and VCS 205 are illustrated herein as discrete, individual controllers for purposes of example, the MCM / BCM 185, BSCM 195, VSC 200, and VCS 205 may control, be controlled by, transmit signals to and from, and communicate with other controllers and other sensors, actuators, annunciators, and components as part of a larger vehicle and control system and internal and external networks. The functions and configurations described in conjunction with any particular microprocessor-based controller considered herein may also be implemented in one or more other controllers and distributed among more than one controller such that multiple controllers may individually, collaboratively, in combination, and cooperatively implement any such functions and configurations. Thus, recitations of "controller" or "the controllers" are intended to refer to such controllers in the singular as well as in the plural and individually, collectively, and in various suitable cooperative and distributed combinations.

[0037] In addition, communication through the network and CAN 210 is intended to include responding, sharing, sending and receiving commands, signals, data, control logic and information between the controller and sensors, actuators, controls, and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface for communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation and similar functions. Alternatively, one or more dedicated hardware or firmware devices, controllers, and systems on a chip can be used to pre-condition and pre-process specific signals during communication and before and after transmission of specific signals.

[0038] In further illustration, the MCM / BCM 185, BSCM 195, VSC 200, VCS 205, CAN 210, and other controllers may include one or more microprocessors or central processing units (CPUs) in communication with various types of computer-readable storage devices or media. The computer-readable storage devices or media may include volatile and non-volatile memory in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent or non-volatile memory that may be used to store various commands, executable control logic and instructions, and code, data, constants, and variables required to operate the vehicle and systems when the vehicle and systems and the controllers and CPU are not powered on or powered off. The computer readable storage device or medium may be implemented using any of a variety of known storage devices such as PROM (Programmable Read Only Memory), EPROM (Electrically Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, or any other electrical storage device, magnetic storage device, optical storage device, or combined storage device that can store data.

[0039] Refer again Figure 1 , the vehicle 100 may also include a VCS 205 that is a SYNC vehicle computing system manufactured by Ford Motor Company (see, for example, U.S. Pat. No. 9,080,668). The vehicle 100 may also include a powertrain control unit / module (PCU / PCM) 215, which is connected to the VSC 200 or another controller, and is connected to the CAN 210, the engine 115, the EM 120, and the eCVT 160 to control each component of the powertrain. The transmission control unit (TCU) 220 is also connected to the VSC 200 or other controller via the CAN 210, and is connected to the eCVT / transmission 160, and is optionally connected to the MD155 to achieve operational control. An engine control module (ECM) or engine control unit (ECU) or energy management system (EMS) 225 that communicates with the CAN 210 may also be included, which is connected to the engine 115 and the VSC 200 that cooperates with the PCU 215, the TCU 220, and other controllers.

[0040] In this arrangement, the VSC 200 and VCS 205 cooperatively manage and control vehicle components and other controllers, sensors, and actuators. For example, the controller may transmit control commands, logic, instructions and codes, data, information, and signals to and / or from the engine 115, the disconnect clutch 125, the EM 120, the MD 155, the eCVT or transmission 160, the battery 175, 180, the MCM 185, and other components and systems. Even if not shown in the drawings, the controller may also control and communicate with other vehicle components known to those skilled in the art. Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and the CAN 210 , which may send and receive signals to and from the VSC 200 , the VCS 205 , and other controllers.

[0041] For example, the vehicle 100 may include an accelerator pedal position and motion sensor (APP) 230, a brake pedal position and motion sensor (BPP) 235, and other driver controls and vehicle profiles and performance parameters (VPP) 240, which may include a steering wheel position and motion sensor, a driver turn signal position sensor, a driver-selectable vehicle performance preference profile and parameters, and a driver-selectable vehicle operating mode sensor and related profile parameters and settings. As described elsewhere herein, such profile parameters and settings may include profile parameters that may be driver-selectable and may establish various preferred and / or predetermined vehicle performance features and driver profile preferences. A restraint system control module (RCM) 245 may also be included, and the restraint system control module (RCM) 245 may include various accelerometers and vibration sensors that communicate with the controller that may be expected. In addition, as described elsewhere herein with respect to the SYNC system of Ford Motor Company or other similar systems, the vehicle 100 may have a VCS 205 that is configured with one or more communication sensors, navigation sensors, and other sensors. VCS 205 may cooperate with VSC 200 and other controllers to manage and control vehicle 100 in response to sensor signals and communication signals identified by, established by, and received from these vehicle systems and components.

[0042] As another example, various other vehicle functions, actuators, and components may be controlled by controllers within the vehicle systems and components and may receive signals from other controllers, sensors, and actuators, which, for purposes of illustration and not limitation, may include various operating conditions (OCs) of the HEV 100, such as fuel injection timing, rate, and duration, throttle position, spark plug ignition timing (for spark-ignition engines), intake / exhaust valve timing and duration, front end accessory drive (FEAD) components (such as, air conditioning compressor, transmission oil pump, alternator or generator, EM 120), high voltage and low voltage batteries 175, 180, various sensors for regenerative braking, battery charging or discharging, temperature, voltage, current, state of charge (SOC), maximum charge and discharge power limits, and clutch pressure of the disconnect clutch 125, MD 155, transmission (wherein sensors for battery charging or discharging include sensors for determining maximum charge limit, state of charge limit, and discharge power limit), and other components.

[0043] For another example, sensors in communication with the controller and CAN 210 may establish or indicate the OC of CE 115, such as turbocharger boost pressure, crankshaft position or surface ignition sensing (PIP) signal, engine speed or revolutions per minute (RPM), wheel speed (WS1, WS2, etc.), vehicle speed sensing (VSS), engine coolant temperature (ECT), intake manifold air pressure (MAP), accelerator pedal position sensing (PPS) or APP 230, brake pedal position sensing (BPS) or BPP 235, ignition switch position (IGN), throttle position (TP), air temperature (TMP), atmospheric pressure, concentration or presence of exhaust gas oxygen (EGO) or other exhaust constituents, intake air flow (MAF), transmission gear, gear ratio or mode, transmission oil temperature (TOT), transmission speed (TS), deceleration or shift mode (MDE), etc.

[0044] As shown in the various drawings (including Figure 1 and Figure 2As depicted in the Figures 20 and 21, such control logic, executable instructions and signals and data may also include vehicle torque demand signals (TDS) 250, other signals (OS) 255 and control or command signals (CS) 260 received from and sent to vehicle controllers, components and systems. The signals and commands may come from any of the vehicle controllers, sensors, actuators, components and system signals. Any or all of these signals may be raw analog or digital signals with embedded information therein, or pre-conditioned, pre-processed, combined and / or derived signals generated in response to other signals. As described in more detail elsewhere herein, the TDS 250 and OS 255 may include various specific signals, including, for purposes of illustration and not limitation, battery state of charge, transmission input speed, charge-torque and various limit signals, as well as digital data and information embedded in the signals.

[0045] The communication and operation of the described signals 250, 255, commands 260, control instructions and logic, data and information through various contemplated controllers, sensors, actuators and other vehicle components may be as described herein. Figure 1 is schematically represented and can be seen by Figure 2 The flowcharts and diagrams shown in the examples and other places in this document are represented. The flowcharts and diagrams show exemplary commands, control processes, control logic and instructions and operating strategies, which can be implemented using one or more computing technologies, communication technologies and processing technologies (including real-time, event-driven, interrupt-driven, multi-tasking, multi-threading and combinations thereof). The steps and functions shown can be executed, transmitted and implemented in the order depicted, in parallel, repeatedly, in a modified order, and can be combined with other processes and omitted in some cases. The commands, control logic and instructions can be executed in one or more of the described microprocessor-based controllers, and can be mainly implemented as hardware, software, virtualized hardware, firmware, virtualized firmware and combinations thereof.

[0046] Continue to refer to Figure 1 , and now also refer to Figure 2 During operation of the vehicle 100, when the CE 115 is stopped and is to be started, the vehicle 100 includes a controller 300 (such as, VSC 200, VCS 205, PCU 215, etc.), which is configured to initiate signals 250, 255, control logic, CS 260 and instructions ( Figure 2) to detect or receive the current operating conditions (OC) of the HEV 100, CE 115, and other components of the HEV 100 at step 310. The expected OC includes any number of CE 115 OC and ambient OC (such as ambient temperature), EM 120 speed and acceleration, RCM 245 acceleration and vibration, CE 115 engine mount vibration, HEV 100 sensitivity parameters (which may include seat adjustment track acceleration and steering wheel characteristics, etc.), active noise cancellation / control microphone noise signals, CE 115 and EM 120 temperatures, ECU 225 startup parameters (such as target crankshaft speed for current OC), MCM / BCM 185 discharge limits, and other parameters and conditions.

[0047] The engine start OC and noise and vibration recorder 270 may be included in and / or connected to the controller, the historical database 330, and other components and systems of the HEV 100. The recorder 270 is configured to generate a new HOCG for each engine start and store it in the historical database 330, and the new HOCG also includes the MNVM.

[0048] Using such an OC, at step 315, the controller is configured to detect and estimate current OC noise and vibration, and at step 320, correlate the current OC noise and vibration with predetermined and / or experimentally determined CE start noise and vibration perceived by an occupant of the HEV 100, and generate corresponding correlation factors for each source of the noise and vibration. At step 325, the controller generates a minimum noise and vibration metric (MNVM) using the correlation factors 320, the MNVM being a dimensionless value characterizing the perceived noise and vibration for the current OC and each start sequence. At step 330, each generated MNVM is stored in a historical database 330 of OC profiles, which also captures and stores the detected OC, which is stored together as an OC grid (OCG), the OCG being stored with the OC profile. Figure 3 The historical profile database 330 captures and stores historical CE start OCGs (HOCGs) of previous starts of the engine and / or CE 115, which are recorded in the historical profile database as SOCGs including corresponding MNVMs.

[0049] Continue to refer to Figure 2 and Figure 3 At step 335, the controller (such as controller 300) also includes a Figure 3The database reflected is similar to the starting torque profile database 340 ( Figure 3 ), the starting torque profile database 340 includes a predetermined baseline OC starting torque profile, which is stored as an OC grid (SOCG) 335 and reflects the optimal CE 115 starting parameters and configurations for multiple OCs. Also at step 335, one or more HEV controllers and / or components search for a starting torque baseline SOCG (NOCG) that is closest to or closest to the current OC, and select the NOCG at step 345. In other words, the controller is configured to: select the closest operating condition (OC) grid (NOCG) from the operating condition grid (SOCG) stored in the starting torque profile database 340 based on the currently detected CE OC. The controller uses the current OC of the CE to search for the starting torque SOCG to determine and then select the SOCG or NOCG that is closest to the current CE OC.

[0050] At the same time, at step 350, the controller searches the historical profile database 330 for the historical start-up SOCG (HOCG) closest to the current OC and selects the HOCG. If the historical database 330 is empty and there is no HOCG, the next closest starting torque baseline OCG (NNOCG) is searched and selected from the baseline database 340. Explained in another way, at step 350, the controller also searches the historical database 330 and selects one of the following from the SOCG: (a) HOCG; (b) the closest neighboring OC grid (NNOCG) from the starting torque profile database 340 (when there is no stored HOCG).

[0051] The controller is also configured to generate a blending factor at step 355, which is configured to enable the controller to blend the selected NOCG, HOCG and NNOCG according to the proximity of each selected NOCG, HOCG and NNOCG to the current OC. For example, the blending factor is generated by comparison, difference and / or "distance" between the current OC, the selected starting torque NOCG, the selected historical start HOCG and the NNOCG (if applicable). The blending factor is normalized between 0 and 1 and is generated as the minimum difference or "distance" between the current CE OC and the NOCG and each of the HOCG and the NNOCG. Using the generated blending factor, a startup profile is generated, produced and calibrated by fusing the selected NOCG with one of the HOCG and the NNOCG. The startup profile is equal to the sum of the product of the blending factor multiplied by the NOCG and 1 minus the difference of the blending factor multiplied by the product of one of the HOCG and the NNOCG. In this way, the controller can use the blending factor to calibrate the startup profile to more accurately reflect which of the NOCG, HOCG or NNOCG is closest to the OC.

[0052] Then, at step 360, the controller generates a feed forward torque signal (FFTS) 360 that can be used at step 365 to control and adjust the torque output of the EM 120 to reduce noise and vibration resonance during the start-up of the engine or CE 115. In addition, at step 370, the controller generates a cranking torque signal (CTS) 370 using the selected NOCG of step 345, which is used at step 375 to generate a compensation factor 375 through the damper model of the MD 155. At step 380, the CTS 370 is further calibrated using the compensation factor 375 based on the modeled performance of the MD 155 at the currently detected OC. At step 385, the gear ratio of the eCVT 160 is adjusted using the calibrated CTS 370 to further reduce and compensate for possible resonant noise and vibration during the start-up of the CE or engine 115. With the adjusted gear ratio of the eCVT 160 , the controller further adjusts the EM torque in step 365 , and control proceeds to and ends in step 390 , whereupon the controller returns control to step 305 and repeats at discrete time intervals.

[0053] The description herein refers to systems, methods, components, elements, nodes, or features that are in "communication" and / or "connected" together. As used herein, unless expressly stated otherwise, the use of these terms and expressions is intended to and must be understood as: one system / method / sensor / actuator / component / element / module / feature is directly or indirectly connected to, coupled to, and / or communicates with another system / method / sensor / actuator / component / element / module / feature electronically, mechanically, or a combination of both, and in some similar manner that enables cooperative operation and exchange and interchange of data and information.

[0054] Furthermore, even though the various described embodiments, figures, diagrams, and drawings depict representative examples and arrangements of components, elements, devices, and features, many different additional variations, arrangements, modifications, and intervening components, elements, and features may be present in further exemplary embodiments contemplated by the present disclosure.

[0055] Unless expressly stated otherwise, the terms, words and phrases used herein and variations thereof must be interpreted as open ended and not limiting. For example, the term "including" should be understood to mean "including but not limited to" or similar meanings; the term "example" is used to broadly describe illustrative examples of the items described, rather than an exhaustive, exclusive or limiting list; adjectives such as "conventional", "traditional", "normal", "standard", "known" and terms of similar meaning should not be interpreted as limiting the description to a given example, or to exemplary items that are commercially available on the market at a specific date and time period.

[0056] On the contrary, these descriptions are intended to be understood as including conventional, traditional, normal or standard technology that can be used now and at any time in the future in some form improved and modified according to the innovations described in this disclosure. Similarly, the group of words described and combined with the conjunction "and" or the transitional conjunction "or" must be understood as merely exemplary and representative rather than exclusive groups of words, and should not be understood as requiring that only or each or every one of those described items must or should not appear in the contemplated group of words. More specifically, unless otherwise expressly stated, the use of the conjunctions and transitional conjunctions must be understood to mean "and / or".

[0057] Similarly, unless otherwise expressly stated, a group of words associated with the conjunction "or" should not be understood to require mutual exclusivity in the group, but must be understood to mean "and / or". In addition, although words, items, elements, or components of the present disclosure are described or claimed in the singular, the plural form is also intended and expected to be within the scope of such description unless a limitation to the singular form is expressly specified. In some cases, the presence or absence of extended words and phrases such as "one or more", "at least", "but not limited to" or other similar phrases is intended to be interpreted as anticipating a broader meaning and should not be understood to mean that a narrower meaning is implied, intended, or required.

Claims

1. A vehicle comprising: An electronic continuously variable transmission connected to at least one controller, wherein the at least one controller is configured to: The electric machine torque is adjusted to reduce starting vibrations of the combustion engine using a feed-forward torque signal generated from an engine starting profile, wherein the engine starting profile is calibrated using a blending factor generated as a difference between current engine operating conditions and a stored operating condition grid such that starting vibrations when the combustion engine is started are damped, wherein a predetermined baseline operating condition starting torque profile is stored as the operating condition grid.

2. The vehicle according to claim 1, wherein: The at least one controller is further configured to: According to the current operating condition of the combustion engine, selecting the closest operating condition grid from the stored operating condition grids; selecting one of a historical operation condition grid and a closest adjacent operation condition grid when no historical operation condition grid exists from among the stored operation condition grids; generating a blending factor as the difference, the difference being a minimum distance among distances between a current operating condition of the combustion engine and each of the one of the historical operating condition grid and the closest adjacent operating condition grid and the closest operating condition grid; calibrating an engine start profile using the one of the historical operating condition grid and the closest neighboring operating condition grid, the blending factor, and the closest operating condition grid; A combustion engine starting torque and a feed-forward torque signal are generated via a calibrated engine starting profile.

3. The vehicle according to claim 2, wherein: The at least one controller is further configured to: The closest operating condition grid and the closest neighboring operating condition grid are selected from the stored operating condition grids in the database of predetermined baseline operating condition grids, and the historical operating condition grid is selected from the historical database of stored operating condition grids of previous combustion engine starts.

4. The vehicle according to claim 2, wherein: The at least one controller is further configured to: The electronic continuously variable transmission ratio is adjusted based on the calibrated engine start profile and the combustion engine starting torque.

5. The vehicle according to claim 2, wherein: The at least one controller is further configured to: Generate a starting torque compensation factor based on a mechanical damper model of an electronic continuously variable transmission; calibrating combustion engine starting torque using a starting torque compensation factor; The electronic continuously variable transmission gear ratio is adjusted based on a calibrated engine start profile and a calibrated combustion engine starting torque.

6. The vehicle of claim 2, further comprising: Engine starting operation conditions and noise and vibration recorders; The at least one controller is connected to the recorder and is further configured to: A new historical operating condition grid is generated for each engine start using the recorder and stored in a database of historical operating condition grids using the recorder, the new historical operating condition grid including minimum noise and vibration metrics.

7. The vehicle according to claim 6, wherein: The at least one controller is further configured to: A minimum noise and vibration metric is generated based on one or more of an active noise cancellation microphone, motor speed and acceleration, vehicle body acceleration, combustion engine mount vibration, vehicle sensitivity parameters, and accelerator pedal position and rate of change.

8. The vehicle according to claim 6, wherein: The at least one controller is further configured to: The distance is generated by comparing current combustion engine operating conditions and current combustion engine startup noise and vibration to operating conditions and minimum noise and vibration metrics of each closest operating condition grid, historical operating condition grid, and closest neighboring operating condition grid.

9. The vehicle according to claim 6, wherein: The at least one controller is further configured to: detecting combustion engine starting noise and vibration from one or more sources including at least an active noise cancellation microphone, motor speed and acceleration, vehicle body acceleration, combustion engine mount vibration, vehicle sensitivity parameters, and accelerator pedal position and rate of change; generating a predetermined correlation value for each detected noise and vibration source, the predetermined correlation value being correlated to the actual noise and vibration perceived by a vehicle occupant; A minimum noise and vibration metric is generated based on the predetermined correlation value.

10. The vehicle according to claim 6, wherein: The at least one controller is further configured to perform the following operations at discrete time intervals when the combustion engine is started: Re-adjust the motor torque; Recalibrate the engine start profile using the regenerated blending factors; At each discrete time interval, a new historical operation status grid is regenerated using the recorder and stored.

11. A method for controlling a vehicle, comprising: The following operations are performed by at least one controller connected to the electronic continuously variable transmission, the engine and the motor: During engine starting, torque of an electric machine is adjusted using a feed-forward torque signal at discrete time intervals to reduce engine starting vibration, wherein the feed-forward torque signal is generated according to an engine starting profile generated using a blending factor, the blending factor being generated as a difference between current engine operating conditions and a stored operating condition grid, wherein a predetermined baseline operating condition starting torque profile is stored as the operating condition grid.

12. The method for controlling a vehicle according to claim 11, further comprising: The at least one controller performs the following operations: According to the current engine operating condition, selecting the closest operating condition grid from the stored operating condition grids; selecting one of a historical operation condition grid and a closest adjacent operation condition grid when no historical operation condition grid exists from among the stored operation condition grids; generating a blending factor as the difference, the difference being a minimum distance among distances between the current engine operating condition and each of the one of the historical operating condition grid and the closest adjacent operating condition grid and the closest operating condition grid; calibrating an engine start profile using the one of the historical operating condition grid and the closest neighboring operating condition grid, the blending factor, and the closest operating condition grid; An engine starting torque and a feed-forward torque signal are generated based on a calibrated engine starting profile.

13. The method for controlling a vehicle according to claim 12, further comprising: The at least one controller performs the following operations: The closest operating condition grid and the closest neighboring operating condition grid are selected from the stored operating condition grids in the database of predetermined baseline operating condition grids, and the historical operating condition grid is selected from the historical database of stored operating condition grids of previous engine starts.

14. The method for controlling a vehicle according to claim 12, further comprising: The at least one controller performs the following operations: Generate a starting torque compensation factor based on a mechanical damper model of an electronic continuously variable transmission; calibrating engine starting torque using a starting torque compensation factor; The electronic continuously variable transmission gear ratio is adjusted based on a calibrated engine starting profile and a calibrated engine starting torque.

15. The method for controlling a vehicle according to claim 12, further comprising: The at least one controller also connected to the engine start operating conditions and noise and vibration recorder performs the following operations: A new historical operating condition grid is generated for each engine start using the recorder and stored in a database of historical operating condition grids using the recorder, the new historical operating condition grid including minimum noise and vibration metrics.

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