Method and system for operating a hybrid vehicle in a performance mode

Abstract

Methods and systems for operating a hybrid vehicle including an internal combustion engine, an electric machine, and a transmission are described. In one example, various vehicle operating modes can be entered from a baseline vehicle operating mode, and the vehicle operating modes can be returned to the baseline vehicle operating mode in multiple stages, such that the return to the baseline operating mode can be less noticeable to a vehicle occupant.

Description

TECHNICAL FIELD

[0001] The present specification generally relates to methods and systems for operating modes of a hybrid vehicle. The methods and systems can be particularly useful for hybrid vehicles that include one or more vehicle operating modes in addition to a baseline vehicle operating mode.

[0002] BACKGROUND / SUMMARY

[0003] The vehicle can include a human / machine interface that allows a vehicle occupant to select a vehicle operating mode from a plurality of vehicle operating modes. For example, the vehicle occupant can select between a base vehicle operating mode and a performance operating mode. If the vehicle occupant selects the performance operating mode, one or more vehicle control parameters can be adjusted to enhance vehicle performance. In one example, when the performance mode is selected, an engine speed upper threshold limit can be increased by a predetermined engine speed such that, in contrast to a maximum engine speed of 5500 RPM for the baseline vehicle operating mode, the maximum engine speed can be adjusted to 6000 RPM for the performance mode. Similarly, an upper threshold battery state of charge can be increased from 75% SOC to 80% SOC. By increasing the upper threshold SOC, the output duration of the motor in the hybrid powertrain can be increased when the vehicle performance mode is selected. Additionally, the vehicle suspension stiffness can be increased when the vehicle is in the performance mode such that the vehicle can turn with less body roll than when the vehicle is in the baseline operating mode.

[0004] Operating the vehicle in the performance mode can enhance the vehicle driving experience, but it can also accelerate the degradation of some vehicle systems. For example, increasing the battery SOC threshold limit can shorten the battery life and the increased engine speed threshold can increase thermal stress on some engine components. Additionally, the performance mode can increase the vehicle energy consumption. Accordingly, it can be desirable to provide a way to allow the performance mode while mitigating the likelihood of vehicle degradation. Additionally, it can be desirable to reduce the likelihood of vehicle degradation after the vehicle occupant selects the vehicle performance mode in a manner that is not readily apparent to the vehicle occupant.

[0005] The inventors have recognized the above-referenced problems and have developed a vehicle operating method that includes activating, via a controller, a plurality of vehicle control parameter sub-steps substantially simultaneously in response to selecting a vehicle mode and operating the vehicle in response to the plurality of vehicle control parameter sub-steps, and deactivating, via the controller, the plurality of vehicle control parameter sub-steps asynchronously in response to one or more conditions being met and operating the vehicle in response to baseline control parameters.

[0006] By grouping the vehicle control parameters and deactivating the vehicle control parameters in stages, a technical result of automatically exiting the vehicle control mode in a staged order can be provided such that the likelihood of vehicle components degrading due to long periods of operation in the vehicle mode can be reduced. Further, the grouping of the vehicle control parameters and deactivating the vehicle control parameters in stages can be sequenced such that returning to the baseline vehicle mode can be less noticeable to the vehicle occupants.

[0007] The present specification can provide several advantages. For example, the method can reduce vehicle component degradation while enabling the vehicle to be operated in various types of performance modes. Further, the method can reduce the likelihood of vehicle occupants noticing the switching between vehicle modes. Further, the method can provide different levels of vehicle modes based on the amount of time the vehicle is operated in the vehicle mode.

[0008] It should be appreciated that the above Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the DETAILED DESCRIPTION. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter to any implementation described in the Summary. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in any part of this disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0009] FIG. 1A is a schematic view of a hybrid vehicle.

[0010] FIG. 1B is a schematic view of an engine of a hybrid vehicle.

[0011] FIG. 2 is a schematic view of a hybrid vehicle including various driveline components.

[0012] FIG. 3 is a schematic view of a dual clutch transmission located in a hybrid vehicle.

[0013] FIG. 4 is a first predictive vehicle operation sequence.

[0014] FIG. 5 is a second predictive vehicle operation sequence.

[0015] FIG. 6 is a flowchart of a method of operating a hybrid vehicle. DETAILED DESCRIPTION

[0016] The following description relates to systems and methods for operating a hybrid vehicle. FIG. 1A to FIG. 3An exemplary hybrid vehicle system is shown that includes a drivetrain having a motor, an integrated starter / generator, a dual clutch transmission, and a rear drive unit having an electric machine downstream of the dual clutch transmission. FIG. 4 and FIG. 5 A predictive vehicle operation sequence for improving vehicle mode transitions is shown. FIG. 6 is a flowchart of an exemplary method for operating a hybrid vehicle. It should be noted that although a hybrid vehicle is disclosed, the methods and systems described herein can also be applicable to a conventional gasoline or diesel vehicle.

[0017] FIG. 1A An exemplary vehicle propulsion system 100 for a vehicle 121 is shown. The vehicle propulsion system 100 includes at least two power sources, including an internal combustion engine 110 and an electric machine 120. The electric machine 120 can be configured to utilize or consume a different source of energy than the engine 110. For example, the engine 110 can consume a liquid fuel (e.g., gasoline) to produce an engine output, while the electric machine 120 can consume electrical energy to produce an electric machine output. Thus, a vehicle having the propulsion system 100 can be referred to as a hybrid electric vehicle (HEV). Throughout the description of FIG. 1A mechanical connections between various components are shown in solid lines, while electrical connections between various components are shown in dashed lines.

[0018] The vehicle propulsion system 100 has a front axle (not shown) and a rear axle 122. In some examples, the rear axle can include two half axles, such as a first half axle 122a and a second half axle 122b. The vehicle propulsion system 100 also has front wheels 130 and rear wheels 131. The rear axle 122 is coupled to the electric machine 120 and to the transmission 125 via a driveshaft 129. The rear axle 122 can be driven in a pure electric manner and via only the electric machine 120 (e.g., an electric-only drive or propulsion mode, with the engine not combusting air and fuel or not rotating), in a hybrid manner via the electric machine 120 and the engine 110 (e.g., a parallel mode), or via only the engine 110 (e.g., an engine-only propulsion mode), in a pure internal combustion engine operated manner. A rear drive unit 136 can transfer power from the engine 110 or the electric machine 120 to the axle 122, resulting in rotation of the driven wheels 131. The rear drive unit 136 can include a gear set and one or more clutches to decouple the transmission 125 and the electric machine 120 from the wheels 131. The rear drive unit 136 can include the electric machine 120 and the axle 122.

[0019] The transmission 125 is in FIG. 1AThe transmission 125 is shown connected between the engine 110 and the electric machine 120 assigned to the rear axle 122. In one example, the transmission 125 is a dual clutch transmission (DCT). In examples where the transmission 125 is a DCT, the DCT can include a first clutch 126, a second clutch 127, and a gear box 128. The DCT 125 outputs torque to a drive shaft 129 to supply torque to the wheels 131. As will be discussed below with respect to FIG. 2, the DCT 125 can be a dual clutch transmission (DCT). In examples where the transmission 125 is a DCT, the DCT can include a first clutch 126, a second clutch 127, and a gear box 128. The DCT 125 outputs torque to a drive shaft 129 to supply torque to the wheels 131. As will be discussed below with respect to FIG. 2 As discussed in further detail below, the transmission 125 can shift gears by selectively opening and closing the first clutch 126 and the second clutch 127.

[0020] The electric machine 120 can receive electrical power from an on-board energy storage device 132. In addition, the electric machine 120 can provide generator functionality to convert engine output or kinetic energy of the vehicle into electrical energy, where the electrical energy can be stored in the energy storage device 132 for later use by the electric machine 120 or the integrated starter / generator 142. A first inverter system controller (ISCl) 134 can convert alternating current generated by the electric machine 120 to direct current for storage at the energy storage device 132, and vice versa.

[0021] In some examples, the energy storage device 132 can be configured to store electrical energy that can be supplied to other electrical loads resident on the vehicle (in addition to the motor), including cabin heating and air conditioning, engine starting, headlamps, cabin audio and video systems, etc. As non-limiting examples, the energy storage device 132 can include one or more batteries and / or capacitors.

[0022] The control system 14 can communicate with one or more of the engine 110, the electric machine 120, the energy storage device 132, the integrated starter / generator 142, the transmission 125, etc. The control system 14 can receive sensory feedback information from one or more of the engine 110, the electric machine 120, the energy storage device 132, the integrated starter / generator 142, the transmission 125, etc. In addition, the control system 14 can send control signals to one or more of the engine 110, the electric machine 120, the energy storage device 132, the transmission 125, etc. in response to such sensory feedback. The control system 14 can receive an indication of an operator requested output of the vehicle propulsion system from the human operator 102 or an autonomous controller. For example, the control system 14 can receive sensory feedback from a pedal position sensor 194 in communication with a pedal 192. The pedal 192 can refer to an accelerator pedal, illustratively. Similarly, the control system 14 can receive an indication of an operator requested vehicle braking via the human operator 102 or an autonomous controller. For example, the control system 14 can receive sensory feedback from a pedal position sensor 157 in communication with a brake pedal 156.

[0023] The energy storage device 132 can periodically receive electrical energy from a power source 180 (e.g., a stationary power grid) that resides outside of the vehicle (e.g., is not part of the vehicle), as indicated by arrow 184. As a non-limiting example, the vehicle propulsion system 100 can be configured as a plug-in hybrid electric vehicle (PHEV), in which electrical energy can be supplied from the power source 180 to the energy storage device 132 via an electrical energy transfer cable 182. The electrical power transfer cable 182 can electrically couple the energy storage device 132 and the power source 180 during a recharging operation of the energy storage device 132 from the power source 180. In some examples, the power source 180 can be connected at the inlet port 150. Further, in some examples, the state of charge indicator 151 can display the state of charge of the energy storage device 132.

[0024] In some examples, the electrical energy from the power source 180 can be received by a charger 152. For example, the charger 152 can convert alternating current from the power source 180 to direct current (DC) for storage at the energy storage device 132. Further, a DC / DC converter 153 can convert the direct current supply from the charger 152 from one voltage to another voltage. In other words, the DC / DC converter 153 can act as a type of electrical power converter.

[0025] When operating the vehicle propulsion system to propel the vehicle, the electrical power transfer cable 182 can be disconnected between the power source 180 and the energy storage device 132. The control system 14 can identify and / or control the amount of electrical energy stored at the energy storage device, which can be referred to as the state of charge (SOC).

[0026] In other examples, the electrical power transfer cable 182 can be omitted, in which electrical energy can be received wirelessly from the power source 180 at the energy storage device 132. For example, the energy storage device 132 can receive electrical energy from the power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Thus, it should be understood that any suitable method can be used to recharge the energy storage device 132 from a power source that does not form part of the vehicle. In this manner, the electric machine 120 can propel the vehicle by utilizing an energy source other than the fuel used by the engine 110.

[0027] The electrical energy storage device 132 includes an electrical energy storage device controller 139 and a power distribution module 138. The electrical energy storage device controller 139 can provide charge balancing between energy storage elements (e.g., battery cells) as well as provide communication with other vehicle controllers (e.g., the controller 12). The power distribution module 138 controls the flow of electrical power into and out of the electrical energy storage device 132.

[0028] The vehicle propulsion system 100 can also include an ambient temperature / humidity sensor 198, as well as sensors dedicated to indicating the occupancy status of the vehicle, such as a vehicle camera 105, seat load units 107, and door sensing technology 108. The vehicle system 100 can also include an inertial sensor 199. The inertial sensor 199 can include one or more of a longitudinal sensor, a lateral sensor, a vertical sensor, a yaw sensor, a roll sensor, and a pitch sensor (e.g., an accelerometer). The axes of yaw, pitch, roll, lateral acceleration, and longitudinal acceleration are shown. As one example, the inertial sensor 199 can be coupled to a restraint control module (RCM) (not shown) of the vehicle, which includes a subsystem of the control system 14. The control system can adjust engine output and / or wheel brakes in response to the sensor 199 to increase vehicle stability. In another example, the control system can adjust an active suspension system 111 in response to input from the inertial sensor 199. The active suspension system 111 can include an active suspension system with hydraulic, electrical, and / or mechanical means, as well as an active suspension system that controls vehicle height by individual corners (e.g., four corner independent controlled vehicle height), by individual axle (e.g., front and rear axle vehicle height), or by a single vehicle height that controls the entire vehicle. Further, the active suspension system 111 can adjust suspension stiffness via adjustment of the compliance of the vehicle variable damper 113. Data from the inertial sensor 199 can also be communicated to the controller 12, or alternatively, the sensor 199 can be electrically coupled to the controller 12.

[0029] One or more tire pressure monitoring sensors (TPMS) can be coupled to one or more of the vehicle's wheel tires. For example, FIG. 1A A tire pressure sensor 197 is shown, which is coupled to the wheel 131 and configured to monitor pressure in the tire of the wheel 131. While not explicitly illustrated, it will be understood that FIG. 1A Each of the four tires shown in FIG. 1 can include one or more tire pressure sensors 197. Further, in some examples, the vehicle propulsion system 100 can include a pneumatic control unit 123. The pneumatic control unit can receive information about tire pressure from the tire pressure sensor 197 and send the tire pressure information to the control system 14. Based on the tire pressure information, the control system 14 can command the pneumatic control unit 123 to inflate or deflate the tire of the wheel. While not explicitly shown, it will be understood that the pneumatic control unit 123 can be used to inflate or deflate tires of the vehicle 100 in response to tire pressure information received from the tire pressure sensor 197. FIG. 1AAny one of the four illustrated wheels associated tires can be inflated or deflated. For example, in response to an indication of a tire pressure decrease, the control system 14 can command the pneumatic control system unit 123 to inflate one or more tires. Alternatively, in response to an indication of a tire pressure increase, the control system 14 can command the pneumatic control system unit 123 to deflate one or more tires. In both instances, the pneumatic control system unit 123 can be used to inflate or deflate the tires to an optimal tire pressure rating for the tire in question, which can extend tire life.

[0030] One or more wheel speed sensors (WSS) 195 can be coupled to one or more wheels of the vehicle propulsion system 100. The wheel speed sensors can detect the rotational speed of each wheel. Such an example of a WSS can include a permanent magnet type sensor.

[0031] The vehicle propulsion system 100 can also include an accelerometer 20. The vehicle propulsion system 100 can also include a tilt meter 21.

[0032] The vehicle propulsion system 100 can also include a starter 140. The starter 140 can include an electric motor, a hydraulic motor, or the like, and can be used to rotate the engine 110 in order to start operation of the engine 110 under its own power.

[0033] The vehicle propulsion system 100 can also include a brake system control module (BSCM) 141. In some examples, the BSCM 141 can include an anti-lock braking system or an anti-skid braking system, such that the wheels (e.g., 130, 131) can maintain traction contact with the road surface upon braking according to driver input, and thus, this can prevent the wheels from locking up to prevent skidding. In some examples, the BSCM can receive input from the wheel speed sensors 195.

[0034] The vehicle propulsion system 100 can also include a belt integrated starter generator (BISG) 142. The BISG can generate electrical power while the engine 110 is in operation, where the generated electrical power can be used to supply electrical devices and / or charge the on-board storage device 132. As FIG. 1A As illustrated, a second inverter system controller (ISC2) 143 can receive alternating current from the BISG 142, and can convert the alternating current generated by the BISG 142 to direct current for storage at the energy storage device 132. The integrated starter / generator 142 can also provide torque to the engine 110 to supplement engine torque during engine starting or other conditions.

[0035] The vehicle propulsion system 100 can also include a power distribution box (PDB) 144. The PDB 144 can be used to route power among various circuits and accessories in the vehicle electrical system.

[0036] The vehicle propulsion system 100 can also include a high current fuse box (HCFB) 145 and can include various fuses (not shown) for protecting the wiring and electrical components of the vehicle propulsion system 100.

[0037] The vehicle propulsion system 100 can also include a motor electronic coolant pump (MECP) 146. The MECP 146 can be used to circulate coolant to dissipate heat generated by at least the motor 120 and the electronic systems of the vehicle propulsion system 100. As an example, the MECP can receive electrical power from the on-board energy storage device 132.

[0038] The controller 12 can include a portion of a control system 14. The control system 14 is shown receiving information from a plurality of sensors 16 (each example of which is described herein) and sending control signals to a plurality of actuators 81 (each example of which is described herein). As one example, the sensors 16 can include tire pressure sensors 197, wheel speed sensors 195, ambient temperature / humidity sensors 198, a vehicle camera 105, seat load cells 107, door sensing technology 108, inertial sensors 199, etc. In some examples, sensors associated with the engine 110, transmission 125, motor 120, etc. can communicate information to the controller 12 regarding various states of engine, transmission, and motor operation, as will be discussed in more detail below. FIG. 1B 、 FIG. 2 and FIG. 3 are discussed in more detail.

[0039] The vehicle propulsion system 100 can also include a positive temperature coefficient (PTC) heater 148. As an example, the PTC heater 148 can include a ceramic material such that when the resistance is low, the ceramic material can accept a large amount of current, which can result in a rapid warming of the ceramic element. However, as the element warms and reaches a threshold temperature, the resistance can become very large and thus can not continue to generate much heat. Thus, the PTC heater 148 can be self-regulating and can have good over-heat protection.

[0040] The vehicle propulsion system 100 can also include an air conditioning compressor module 149 for controlling an electric air conditioning compressor (not shown).

[0041] The vehicle propulsion system 100 can also include a vehicle audible sound producer (VASP) 154 for pedestrians. For example, the VASP 154 can be configured to produce audible sounds via a sound producer 155. In some examples, the audible sounds produced via the VASP 154 in communication with the sound producer 155 can be activated in response to a vehicle operator triggering a sound activation or automatically in response to an engine speed being below a threshold or detecting a pedestrian.

[0042] The vehicle propulsion system 100 can also include an on-board navigation system 17 (e.g., a global positioning system) on the instrument panel 19 with which a vehicle operator can interact. The navigation system 17 can include one or more position sensors to help estimate the location (e.g., geographic coordinates) of the vehicle. For example, the on-board navigation system 17 can receive signals from GPS satellites (not shown) and identify the geographic location of the vehicle from the signals. In some examples, the geographic location coordinates can be communicated to the controller 12.

[0043] The instrument panel 19 can also include a display system 18 configured to display information to the vehicle operator. As non-limiting examples, the display system 18 can include a touchscreen or human-machine interface (HMI), a display that enables the vehicle operator to view graphical information as well as input commands. In some examples, the display system 18 can be wirelessly connected to the internet (not shown) via a controller (e.g., 12). Thus, in some examples, the vehicle operator can communicate with internet sites or software applications (apps) via the display system 18.

[0044] The instrument panel 19 can also include a human / machine interface 15 via which a vehicle operator can adjust the operational state of the vehicle. In particular, the human / machine interface 15 can be configured to initiate and / or terminate operation of the vehicle drivetrain (e.g., the engine 110, the BISG 142, the DCT 125, and the electric machine 130) based on human input. Various examples of the operator ignition interface 15 can include interfaces that require a physical device, such as a key fob that can be inserted into the operator ignition interface 15 to start the engine 110 and power up the vehicle, or can be removed to shut off the engine 110 and power down the vehicle. Other examples can include a passive key that is communicatively coupled to the operator ignition interface 15. The passive key can be configured as a key fob or a smart key that does not have to be inserted or removed from the ignition interface 15 to operate the vehicle engine 110. Rather, the passive key can need to be located within the vehicle or in close proximity to the vehicle (e.g., within a threshold distance of the vehicle). Other examples can additionally or alternatively use a start / stop button that is manually pressed by the operator to start or shut off the engine 110 and power up or power down the vehicle. In other examples, remote engine starting can be initiated via a remote computing device (not shown), such as a cell phone or a smart phone-based system, where the user’s cell phone sends data to a server and the server communicates with the vehicle controller 12 to start the engine.

[0045] Reference is made to FIG. 1B FIG. 4 shows a detailed view of the internal combustion engine 110, including a plurality of cylinders, one of which is shown in FIG. 1BAs shown in the diagram, engine 110 is controlled by an electronic engine controller 111B. Engine 110 includes a combustion chamber 30B and cylinder walls 32B, with piston 36B located therein and connected to crankshaft 40B. Combustion chamber 30B is shown as communicating with intake manifold 44B and exhaust manifold 48B via corresponding intake valve 52B and exhaust valve 54B. Each intake valve and exhaust valve can be operated by intake cam 51B and exhaust cam 53B. The position of intake cam 51B can be determined by intake cam sensor 55B. The position of exhaust cam 53B can be determined by exhaust cam sensor 57B. Intake cam 51B and exhaust cam 53B can move relative to crankshaft 40B. Intake valves can be deactivated and held in a closed state via intake valve deactivation mechanism 59B. Exhaust valves can be deactivated and held in a closed state via exhaust valve deactivation mechanism 58B.

[0046] Fuel injector 66B is shown positioned to inject fuel directly into cylinder 30B, which is direct injection as known to those skilled in the art. Alternatively, fuel may be injected into the intake manifold, which is intake manifold injection to those skilled in the art. Fuel injector 66B delivers liquid fuel in proportion to the pulse width of a signal from engine controller 111B. Fuel is delivered to fuel injector 66B via fuel system 175B, which includes a tank and a pump. Additionally, intake manifold 44B is shown in communication with an optional electronic throttle valve 62B (e.g., a butterfly valve), which adjusts the position of throttle plate 64B to control airflow from air filter 43B and intake port 42B to intake manifold 44B. Throttle valve 62B regulates airflow from engine intake port 42B of air filter 43B to intake manifold 44B. In some instances, the throttle body 62B and the throttle plate 64B can be positioned between the intake valve 52B and the intake manifold 44B, such that the throttle body 62B is an intake throttle body.

[0047] The distributorless ignition system 88B responds to the engine controller 111B by providing an ignition spark to the combustion chamber 30B via the spark plug 92B. The universal exhaust oxygen (UEGO) sensor 126B is shown as an exhaust manifold 48B coupled upstream of the catalytic converter 70B in the exhaust flow direction. Alternatively, a dual-state exhaust oxygen sensor may be used instead of the UEGO sensor 126B.

[0048] In one example, converter 70B may include multiple catalyst bricks. In another example, multiple emission control devices may be used, each having multiple bricks. In one example, converter 70B may be a three-way catalyst.

[0049] Engine controller 111B in FIG. 1BThe engine controller 111B is shown as receiving various signals from sensors coupled to the engine 110 in addition to those signals previously discussed, including: engine coolant temperature (ECT) from a temperature sensor 112B coupled to a cooling jacket 114B; a measurement of engine manifold pressure (MAP) from a pressure sensor 122B coupled to an intake manifold 44B; an engine position sensor from a Hall effect sensor 118B that senses the position of the crankshaft 40B; a measurement of mass of air entering the engine from a sensor 120B; and a measurement of throttle position from a sensor 58B. Atmospheric pressure can also be sensed (sensor not shown) for processing by the engine controller 111B. In the preferred aspects of the present description, the engine position sensor 118B generates a predetermined number of equally spaced pulses in each revolution of the crankshaft from which engine revolutions per minute (RPM) can be determined. The engine controller 111B can receive input from a human / machine interface 115B (e.g., a button or touch screen display).

[0050] During operation, each cylinder within engine 110 typically experiences a four stroke cycle: the cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, typically exhaust valve 54B is closed and intake valve 52B is open. Air is introduced into combustion chamber 30B via intake manifold 44B, and piston 36B moves to the bottom of the cylinder to increase the volume within combustion chamber 30B. The position of piston 36B near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30B is at its maximum volume) is commonly referred to by those skilled in the art as bottom dead center (BDC). During the compression stroke, intake valve 52B and exhaust valve 54B are closed. Piston 36B moves toward the cylinder head to compress the air within combustion chamber 30B. The point at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30B is at its minimum volume) is commonly referred to by those skilled in the art as top dead center (TDC). During a process referred to hereafter as injection, fuel is introduced into the combustion chamber. During a process referred to hereafter as ignition, the injected fuel is ignited by a known ignition device such as spark plug 92B, causing combustion. During the expansion stroke, the expanding gases push piston 36B back to BDC. Crankshaft 40B converts the piston motion into rotational torque of the rotational shaft. Finally, during the exhaust stroke, exhaust valve 54B opens to release the combusted air-fuel mixture to exhaust manifold 48B, and the piston returns to TDC. Note that the above is shown by way of example only, and the intake and exhaust valve opening and / or closing timing can vary, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples.

[0051] FIG. 2 is a block diagram of a vehicle 121 including a powertrain or driveline 200. FIG. 2 The powertrain of FIG. 1A to FIG. 1B engine 110 shown. FIG. 2 The powertrain of FIG. 1AOther components are indicated by the same reference numerals and will be discussed in detail below. The powertrain 200 is shown as including a vehicle system controller 12, an engine controller 111B, an electric motor controller 252, a transmission controller 254, an energy storage device controller 253, and a brake controller 141 (also referred to herein as a brake system control module). The controllers can communicate via a controller area network (CAN) 299. Each controller can provide information to other controllers, such as torque output limits (e.g., the maximum torque output that a controlled device or component cannot exceed), torque input limits (e.g., the maximum torque input that a controlled device or component cannot exceed), torque output of the controlled device, sensor and actuator data, and diagnostic information (e.g., information about a downgraded transmission, a downgraded engine, a downgraded electric motor, and a downgraded brake). Furthermore, the vehicle system controller 12 can provide commands to the engine controller 111B, electric motor controller 252, transmission controller 254, and brake controller 141 to fulfill driver input requests and other requests based on vehicle operating conditions.

[0052] For example, in response to the driver releasing the accelerator pedal and the vehicle speed decreasing, the vehicle system controller 12 can request a desired wheel torque or wheel power level to provide the desired vehicle deceleration rate. The desired wheel torque can be provided by the vehicle system controller 12 requesting a first braking torque from the motor controller 252 and a second braking torque from the brake controller 141, the first torque and the second torque providing the desired braking torque at the wheel 131.

[0053] In other examples, the division of control power transmission system devices can be related to FIG. 2 The divisions shown are different. For example, a single controller can replace the vehicle system controller 12, engine controller 111B, motor controller 252, transmission controller 254, and brake controller 141. Alternatively, the vehicle system controller 12 and engine controller 111B can be a single unit, while the motor controller 252, transmission controller 254, and brake controller 141 can be independent controllers.

[0054] In this example, the powertrain 200 can be powered by the engine 110 and the electric machine 120. In other examples, the engine 110 can be omitted. The engine 110 can be started with an engine starter (e.g., 140) via a belt integrated starter / generator (BISG) 142, or via the electric machine 120. In some examples, the BISG can be coupled directly to the crankshaft at either end (e.g., front or rear) of the engine crankshaft. The electric machine 120 (e.g., a high voltage electric machine, which operates at greater than 30 volts) is also referred to herein as an electric machine, motor, and / or generator. Further, the torque of the engine 110 can be adjusted via a torque actuator 204, such as a fuel injector, throttle, etc.

[0055] The BISG 142 is mechanically coupled to the engine 110 via a belt 231. The BISG 142 can be coupled to a crankshaft (not shown) or a camshaft (not shown). The BISG 142 can operate as a motor when supplied with electrical power via an electrical energy storage device 132 (also referred to herein as an on-board energy storage device 132). The BISG 142 can additionally operate as a generator that supplies electrical power to the electrical energy storage device 132.

[0056] The powertrain 200 includes the engine 110 mechanically coupled to a dual clutch transmission (DCT) 125 via a crankshaft 40B. The DCT 125 includes a first clutch 126, a second clutch 127, and a gear box 128. The DCT 125 outputs torque to a shaft 129 to supply torque to wheels 131. A transmission controller 254 selectively opens and closes the first clutch 126 and the second clutch 127 to shift the DCT 125.

[0057] The gear box 128 can include a plurality of gears. One clutch, such as the first clutch 126, can control odd gears 261 (e.g., first gear, third gear, fifth gear, and reverse gear), while another clutch, such as the second clutch 127, can control even gears 262 (e.g., second gear, fourth gear, and sixth gear). By utilizing this arrangement, the gears can be changed without interrupting the flow of power from the engine 110 to the dual clutch transmission 125.

[0058] The electric machine 120 can be operated to provide torque to the powertrain 200 or to convert powertrain torque into electrical energy for storage in the electrical energy storage device 132 in a regenerative mode. Additionally, the electric machine 120 can convert kinetic energy of the vehicle into electrical energy for storage in the electrical energy storage device 132. The electric machine 120 is in electrical communication with the energy storage device 132. The electric machine 120 has a higher power density than the BISG 142. The electric machine 120 can be operated to provide torque to the powertrain 200 or to convert powertrain torque into electrical energy for storage in the electrical energy storage device 132 in a regenerative mode. Additionally, the electric machine 120 can convert kinetic energy of the vehicle into electrical energy for storage in the electrical energy storage device 132. The electric machine 120 is in electrical communication with the energy storage device 132. The electric machine 120 has a higher power density than the BISG 142. FIG. 1AThe starter (e.g., 140) or BISG 142 depicted in the middle has a higher output torque capacity. Additionally, the electric machine 120 directly drives the powertrain 200, or is directly driven by the powertrain 200.

[0059] The electrical energy storage device 132 (e.g., high voltage battery or power supply) can be a battery, a capacitor, or an inductor. The electric machine 120 is mechanically coupled to the wheels 131 and the dual clutch transmission via a gear set in the rear drive unit 136 (as shown). The electric machine 120 can provide positive or negative torque to the powertrain 200 by operating as a motor or generator as instructed by the electric machine controller 252. FIG. 1A

[0060] Additionally, friction can be applied to the wheels 131 by engaging the frictional wheel brakes 218. In one example, the frictional wheel brakes 218 can be engaged in response to the driver pressing his foot on the brake pedal (e.g., 192) and / or in response to instructions within the brake controller 141. Additionally, the brake controller 141 can apply the brakes 218 in response to information and / or requests made by the vehicle system controller 12. In the same manner, friction can be reduced from the wheels 131 by disengaging the wheel brakes 218 in response to the driver releasing his foot from the brake pedal, brake controller instructions, and / or vehicle system controller instructions and / or information. For example, the vehicle brakes can apply friction to the wheels 131 via the controller 141 as part of an automatic engine stop procedure.

[0061] The vehicle system controller 12 can also communicate vehicle suspension settings to the active suspension system controller 280. The suspension (e.g., 111) of the vehicle 121 can be adjusted to critical damping, over-damping, or under-damping of the vehicle suspension via the variable damper 113.

[0062] Accordingly, torque control of various powertrain components can be monitored by the vehicle system controller 12, where local torque control is provided to the engine 110, transmission 125, electric machine 120, and brakes 218 via the engine controller 111B, electric machine controller 252, transmission controller 254, and brake controller 141.

[0063] As one example, engine torque output can be controlled by controlling a combination of spark timing, fuel pulse width, fuel pulse timing, and air charge in the case of a turbo or mechanically supercharged engine by controlling throttle (e.g., 62B) opening and / or valve timing, valve lift, and supercharge. In the case of a diesel engine, the controller 12 can control engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and air charge. In all cases, engine control can be performed on a cylinder-by-cylinder basis to control engine torque output.​

[0064] The motor controller 252 can control the torque output and electrical energy production from the motor 120 by adjusting the current flowing into and out of the field and / or armature windings of the motor 120, as known in the art.

[0065] The transmission controller 254 can receive the transmission output shaft torque from the torque sensor 272. Alternatively, the sensor 272 can be a position sensor or a torque and position sensor. If the sensor 272 is a position sensor, the transmission controller 254 can count the shaft position pulses over a predetermined time interval to determine the transmission output shaft speed. The transmission controller 254 can also differentiate the transmission output shaft speed to determine the transmission output shaft acceleration. The transmission controller 254, engine controller 111B, and vehicle system controller 12 can also receive additional transmission information from sensors 277, which can include, but are not limited to, a pump output line pressure sensor, transmission hydraulic pressure sensors (e.g., gear clutch fluid pressure sensors), motor temperature sensors, BISG temperature sensors, shift selector position sensors, synchronizer position sensors, and ambient temperature sensors. The transmission controller can also receive a requested transmission state (e.g., a requested gear or park mode) from a shift selector 279, which can be a lever, switch, or other device.

[0066] The brake controller 141 receives wheel speed information via wheel speed sensors 195 and brake requests from the vehicle system controller 12. The brake controller 141 can also receive brake pedal position information from brake pedal sensors (e.g., 157) shown. The brake controller 141 can provide braking in response to wheel torque commands from the vehicle system controller 12, either directly or via the CAN 299. The brake controller 141 can also provide anti-lock and vehicle stability braking to improve vehicle braking and stability. Thus, the brake controller 141 can provide wheel torque limits (e.g., a threshold negative wheel torque that is not to be exceeded) to the vehicle system controller 12 so that negative motor torque does not result in exceeding the wheel torque limit. For example, if the controller 12 issues a negative wheel torque limit of 50 Newton-meters (N-m), the motor torque can be adjusted to provide a negative torque at the wheel of less than 50 N-m (e.g., 49 N-m), including accounting for transmission gearing. FIG. 1A

[0067] ​Positive torque can be transmitted to the wheels 131 in a direction from the engine 110 and ending at the wheels 131. Thus, the engine 110 is positioned upstream of the transmission 125 in the driveline 200 according to the direction of positive torque flow in the driveline 200. The transmission 125 is positioned upstream of the electric machine 120, and the BISG 142 can be positioned upstream of the engine 110, or downstream of the engine 110 and upstream of the transmission 125.

[0068] FIG. 3 A detailed illustration of a dual clutch transmission (DCT) 125 is shown. The engine crankshaft 40B is shown coupled to a clutch housing 393. Alternatively, a shaft can couple the crankshaft 40B to the clutch housing 393. The clutch housing 393 can rotate according to rotation of the crankshaft 40B. The clutch housing 393 can include a first clutch 126 and a second clutch 127. Further, each of the first clutch 126 and the second clutch 127 has an associated first clutch plate 390 and a second clutch plate 391, respectively. In some examples, the clutches can include wet clutches, oil immersed clutches (for cooling), or dry plate clutches. Engine torque can be transmitted from the clutch housing 393 to the first clutch 126 or the second clutch 127. The first transmission clutch 126 transmits torque between the engine 110 (shown in FIG. 1A ) and a first transmission input shaft 302. Thus, the clutch housing 393 can be referred to as an input side of the first transmission clutch 126, and 126A can be referred to as an output side of the first transmission clutch 126. The second transmission clutch 127 transmits torque between the engine 110 (shown in FIG. 1A ) and a second transmission input shaft 304. Thus, the clutch housing 393 can be referred to as an input side of the second transmission clutch 127, and 127A can be referred to as an output side of the second transmission clutch 127.

[0069] The gear case 128 can include a plurality of gears, as described above. There are two transmission input shafts, including a first transmission input shaft 302 and a second transmission input shaft 304. The second transmission input shaft 304 is hollow, while the first transmission input shaft 302 is solid and coaxially located within the second transmission input shaft 304. As an example, the first transmission input shaft 302 can have a plurality of fixed gears. For example, the first transmission input shaft 302 can include a first fixed gear 306 for receiving a first gear 320, a third fixed gear 310 for receiving a third gear 324, a fifth fixed gear 314 for receiving a fifth gear 328, and a seventh fixed gear 318 for receiving a seventh gear 332. In other words, the first transmission input shaft 302 can be selectively coupled to a plurality of odd-numbered gears. The second transmission input shaft 304 can include a second fixed gear 308 for receiving a second gear 322 or a reverse gear 328, and can also include a fourth fixed gear 316 for receiving a fourth gear 326 or a sixth gear 330. It can be appreciated that both the first transmission input shaft 302 and the second transmission input shaft 304 can be connected to each of the first clutch 126 and the second clutch 127 via a ridge (not shown) on the outside of each shaft, respectively. In a normal resting state, each of the first clutch 302 and the second clutch 304 remains open, for example via a spring (not shown) or the like, such that torque from an engine (e.g., 110) is not transmitted to the first transmission input shaft 302 or the second transmission input shaft 304 when each respective clutch is in an open state. In response to closing the first clutch 126, engine torque can be transmitted to the first transmission input shaft 302, and in response to closing the second clutch 127, engine torque can be transmitted to the second transmission input shaft 304. During normal operation, the transmission electronics can ensure that only one clutch is closed at any given time.

[0070] The gear case 128 can also include a first layshaft 340 and a second layshaft 342. The gears on the first layshaft 340 and the second layshaft 342 are not fixed, but can be free to rotate. In the example DCT 125, the first layshaft 340 includes the first gear 320, the second gear 322, the sixth gear 330, and the seventh gear 332. The second layshaft 342 includes the third gear 324, the fourth gear 326, the fifth gear 328, and the reverse gear 328. Both the first layshaft 340 and the second layshaft 342 can transmit torque to a gear 353 via a first output pinion 350 and a second output pinion 352, respectively. In this way, both layshafts can transmit torque to an output shaft 362 via each of the first output pinion 350 and the second output pinion 352, where the output shaft can transmit torque to a rear drive unit 136 (shown in FIG. 1), which can cause each driven wheel (e.g., 138, 140) to rotate. FIG. 1A The gear case 128 can also include a first layshaft 340 and a second layshaft 342. The gears on the first layshaft 340 and the second layshaft 342 are not fixed, but can be free to rotate. In the example DCT 125, the first layshaft 340 includes the first gear 320, the second gear 322, the sixth gear 330, and the seventh gear 332. The second layshaft 342 includes the third gear 324, the fourth gear 326, the fifth gear 328, and the reverse gear 328. Both the first layshaft 340 and the second layshaft 342 can transmit torque to a gear 353 via a first output pinion 350 and a second output pinion 352, respectively. In this way, both layshafts can transmit torque to an output shaft 362 via each of the first output pinion 350 and the second output pinion 352, where the output shaft can transmit torque to a rear drive unit 136 (shown in FIG. 1), which can cause each driven wheel (e.g., 138, 140) to rotate.FIG. 1A for example, when performing a turn maneuver, at different speeds.

[0071] As described above, each of the first gear 320, the second gear 322, the third gear 324, the fourth gear 326, the fifth gear 328, the sixth gear 330, the seventh gear 332, and the reverse gear 328 are not fixed to the layshaft (e.g., 340 and 342), but can freely rotate. Thus, a synchronizer can be used to match the speed of each gear to the layshaft, and can further be used to lock the gear. In the exemplary DCT 125, four synchronizers are shown, for example, a first synchronizer 370, a second synchronizer 374, a third synchronizer 380, and a fourth synchronizer 382. The first synchronizer 370 includes a corresponding first shift fork 372, the second synchronizer 374 includes a corresponding second shift fork 376, the third synchronizer 380 includes a corresponding third shift fork 378, and the fourth synchronizer 384 includes a corresponding fourth shift fork 382. Each shift fork can enable each corresponding synchronizer to move to lock one or more gears, or to unlock one or more gears. For example, the first synchronizer 340 can be used to lock the first gear 320 or the seventh gear 332. The second synchronizer 374 can be used to lock the second gear 322 or the sixth gear 330. The third synchronizer 380 can be used to lock the third gear 324 or the fifth gear 328. The fourth synchronizer 384 can be used to lock the fifth gear 328 or the reverse gear 328. In each case, movement of the synchronizer can be accomplished via the shift fork (e.g., 372, 376, 378, and 382) moving each corresponding synchronizer to a desired position.

[0072] Movement of the synchronizer via the shift fork can be performed via a transmission control module (TCM) 254 and a shift fork actuator 388, where the TCM 254 can include the above regarding FIG. 2The TCM 254 discussed above. The shift fork actuators can operate electrically, hydraulically, or in a combination of electrical and hydraulic. Hydraulic power can be provided via the pump 312 and / or the pump 367. The TCM 254 can collect input signals from various sensors, evaluate the inputs, and control various actuators accordingly. The inputs used by the TCM 254 can include, but are not limited to, transmission range (P / R / N / D / S / L, etc.), vehicle speed, engine speed and torque, throttle position, engine temperature, ambient temperature, steering angle, brake input, gear box input shaft speed (for both the first transmission input shaft 302 and the second transmission input shaft 304), vehicle attitude (roll). The TCM can control the actuators via open loop control to allow adaptive control. For example, adaptive control can enable the TCM 254 to identify and adapt to clutch engagement points, clutch friction coefficients, and the position of the synchronizer assembly. The TCM 254 can also adjust the first clutch actuator 389 and the second clutch actuator 387 to open and close the first clutch 126 and the second clutch 127. The first clutch actuator 389 and the second clutch actuator 387 can operate electrically, hydraulically, or in a combination of electrical and hydraulic. Hydraulic power can be provided via the pump 312 and / or the pump 367.

[0073] Accordingly, the TCM 254 is shown receiving inputs from various sensors 277. As discussed above with respect to FIG. 2 The various sensors can include pump output line pressure sensors, transmission hydraulic sensors (e.g., gear clutch fluid pressure sensors), motor temperature sensors, shifter position sensors, synchronizer position sensors, and ambient temperature sensors, as discussed above with respect to FIG. 1A The various sensors 277 can also include wheel speed sensors (e.g., 195), engine speed sensors, engine torque sensors, throttle position sensors, engine temperature sensors, steering angle sensors, and inertial sensors (e.g., 199). The inertial sensors can include one or more of: a longitudinal sensor, a lateral sensor, a vertical sensor, a yaw sensor, a roll sensor, and a pitch sensor, as discussed above with respect to

[0074] The sensors 277 can also include input shaft speed (ISS) sensors, which can include a magneto-resistive sensor, and wherein one ISS sensor can be included for each transmission input shaft (e.g., one for the first transmission input shaft 302, and one for the second transmission input shaft 304). The sensors 277 can also include an output shaft speed sensor (OSS), which can include a magneto-resistive sensor, and which can be attached to the output shaft 362. The sensors 277 can also include a transmission range (TR) sensor, which can be used by the TCM to detect the position of shift forks (e.g., 372, 376, 378, 382).

[0075] The DCT 125 can be understood to function as described herein. For example, when the first clutch 126 is actuated closed, engine torque can be supplied to the first transmission input shaft 302. When the first clutch 126 is closed, it can be understood that the second clutch 127 is open, and vice versa. Depending on which gear is locked when the first clutch 126 is closed, power can be transmitted to the first countershaft 340 or the second countershaft 342 via the first transmission input shaft 302, and can be further transmitted to the output shaft 362 via the first pinion 350 or the second pinion 352. Alternatively, when the second clutch 127 is closed, power can be transmitted to the first countershaft 340 or the second countershaft 342 via the second transmission input shaft 304, depending on which gear is locked, and can be further transmitted to the output shaft 362 via the first pinion 350 or the second pinion 352. It can be understood that when torque is transmitted to one countershaft (e.g., the first countershaft 340), the other countershaft (e.g., the second countershaft 342) can continue to rotate even if only one shaft is directly driven by the input. More specifically, the non-engaged shaft (e.g., the second countershaft 342) can continue to rotate when indirectly driven by the output shaft 362 and the corresponding pinion (e.g., 352).

[0076] The DCT 125 can enable preselection of gears, and thus enable fast shifting between gears with minimal loss of torque during shifting. As an example, when the first gear 320 is locked via the first synchronizer 340, and where the first clutch 126 is closed (and the second clutch 127 is open), power can be transferred from the engine to the first input shaft 302, and to the first countershaft 340. While the first gear 320 is engaged, the second gear 322 can be simultaneously locked via the second synchronizer 374. Because the second gear 322 is locked, this can cause the second input shaft 304 to rotate, where the second input shaft 304 is speed-matched with the vehicle speed in the second gear. In the alternative, where a gear is preselected on another countershaft (e.g., the second countershaft 342), that countershaft will also rotate when driven by the output shaft 362 and pinion 352.

[0077] When the TCM 254 initiates a shift, only the clutches need to be actuated to open the first clutch 126 and close the second clutch 127. Further, outside of the TCM, the engine speed can be reduced to match the upshift. With the second clutch 127 closed, power can be transferred from the engine to the second input shaft 304, and to the first countershaft 340, and can be further transferred to the output shaft 362 via the pinion 350. After the shift is complete, the TCM 254 can appropriately preselect the next gear. For example, the TCM 254 can preselect a higher gear or a lower gear based on its inputs from the various sensors 277. In this way, gear changes can be rapidly implemented with minimal loss of engine torque provided to the output shaft 362.

[0078] In some examples, the dual clutch transmission 300 can include a parking gear 360. A parking pawl 363 can face the parking gear 360. When the shift lever is set to park, the parking pawl 363 can engage the parking gear 360. Engagement of the parking pawl 363 with the parking gear 360 can be achieved via a parking pawl spring 364, or can be achieved via, for example, a cable (not shown), a hydraulic piston (not shown), or a motor (not shown). When the parking pawl 363 is engaged with the parking gear 360, the drive wheels (e.g., 130, 131) of the vehicle can be locked. On the other hand, in response to the shift lever moving from park to another selection (e.g., drive), the parking pawl 363 can move such that the parking pawl 363 can disengage from the parking gear 360.

[0079] In some instances, the electric transmission pump 312 may supply hydraulic fluid from the transmission oil pan 311 to compress the spring 364 to release the parking pawl 363 from the parking gear 360. For example, the electric transmission pump 312 may be powered by an onboard energy storage device (e.g., 132). In some instances, a mechanical pump 367 may additionally or alternatively supply hydraulic fluid from the transmission oil pan 311 to compress the spring 364 to release the parking pawl 363 from the parking gear 360. Although not explicitly shown, the mechanical pump may be driven by an engine (e.g., 110) and may be mechanically coupled to the clutch housing 393. In some instances, a parking pawl valve 361 may regulate the flow of hydraulic fluid to the spring 364.

[0080] therefore, FIG. 1A to FIG. 3 The system provides a system comprising: an engine; an energy storage device; a motor / generator; and a controller including executable instructions stored in a non-transitory memory to operate the engine, energy storage device, and motor / generator in response to activating and asynchronously deactivating multiple tiers at substantially the same time. The system also includes additional instructions to asynchronously deactivate the multiple tiers based on audible noise levels associated with them. The system further includes additional instructions to group vehicle control parameters into multiple stages. The system also includes additional instructions to progressively adjust the values ​​of the control parameters from values ​​in the multiple stages to a baseline value. The system includes: wherein the values ​​of the control parameters in the multiple tiers increase the amount of charge stored in the battery. The system also includes: wherein the values ​​of the control parameters in the multiple tiers increase an engine speed upper limit threshold.

[0081] Now for reference FIG. 4 This shows the first predictive vehicle operation sequence. FIG. 4 The order of operations can be achieved through FIG. 1A to FIG. 3 The system and FIG. 6 The method of collaboration is provided. FIG. 4 The charts shown occur simultaneously and are aligned in time. The vertical lines at times T1-T5 represent the times of interest in the sequence.

[0082] FIG. 4 The first chart at the top is a graph of the selected vehicle mode versus time. The vertical axis represents the selected vehicle operating mode, and when trajectory 402 is at a lower level near the horizontal axis, the selected vehicle operating mode is the basic operating mode. When trajectory 402 is at a higher level near the arrow on the vertical axis, the vehicle operating mode is the performance mode. The horizontal axis represents time, and time increases from the left to the right of the chart.

[0083] from FIG. 4The second chart at the top is a chart showing the operational state of the first stage control parameter. The first stage of the control parameter is active when the trace 404 is at a higher level near the vertical axis arrow. The first stage of the control parameter is inactive when the trace 404 is at a lower level near the horizontal axis. The vertical axis represents the operational state of the first stage control parameter. The horizontal axis represents time and time increases from the left side of the chart to the right side of the chart.

[0084] From FIG. 4 The third chart at the top is a chart showing the operational state of the second stage control parameter. The second stage of the control parameter is active when the trace 406 is at a higher level near the vertical axis arrow. The second stage of the control parameter is inactive when the trace 406 is at a lower level near the horizontal axis. The vertical axis represents the operational state of the second stage control parameter. The horizontal axis represents time and time increases from the left side of the chart to the right side of the chart.

[0085] From FIG. 4 The fourth chart at the top is a chart of engine speed versus time. The vertical axis represents engine speed and engine speed increases along the vertical axis arrow direction. The horizontal axis represents time and time increases from the left side of the chart to the right side of the chart. The trace 408 represents engine speed, and the trace 450 represents an engine speed upper threshold value that the engine speed cannot exceed.

[0086] From FIG. 4 The fifth chart at the top is a chart of engine boost pressure (e.g., pressure in the engine intake provided by a turbocharger or supercharger of the engine) versus time. The vertical axis represents boost pressure and boost pressure increases along the vertical axis arrow direction. The horizontal axis represents time and time increases from the left side of the chart to the right side of the chart. The trace 410 represents engine boost pressure, and the trace 452 represents an engine boost pressure upper threshold value that the engine boost pressure cannot exceed.

[0087] From FIG. 5 The sixth chart at the top is a chart showing the operational state of the vehicle suspension. The vehicle suspension is in performance mode (e.g., stiffer suspension) when the trace 412 is at a higher level near the vertical axis arrow. The vehicle suspension is in base mode (e.g., less stiff or more compliant suspension) when the trace 412 is at a lower level near the horizontal axis. The vertical axis represents the vehicle suspension operational state. The horizontal axis represents time and time increases from the left side of the chart to the right side of the chart.

[0088] At time TO, the engine speed is at an intermediate level and the engine is rotating and combusting air and fuel. The vehicle is in a base mode of operation and the first and second stage control parameters are not activated. The boost pressure is low and the vehicle suspension is in a base mode. In one example, the first stage is comprised of vehicle control variables that are more perceptible to a vehicle occupant and the second stage is comprised of vehicle control variables that are less perceptible to a vehicle occupant. In this example, the engine speed upper threshold 450 and the vehicle suspension operating state 412 are included in the first stage. The engine speed and the vehicle suspension state are included in the first stage because the engine audible noise level is different when the engine is operating at the threshold 450 and the threshold 450 is at a higher level (e.g., between time Tl and time T2) than when the engine is operating at the threshold 450 and the threshold 450 is at a lower level (e.g., between time TO and time Tl). In particular, the engine noise level is higher (e.g., more decibels) when the engine speed is at the threshold 450 and the threshold 450 is at a higher level. The engine noise level is lower (e.g., less decibels) when the engine speed is at the threshold 450 and the threshold 450 is at a lower level. Thus, a vehicle occupant can perceive the change in the threshold 450 via the change in engine noise. The vehicle suspension setting can also be perceptible to a vehicle occupant. In particular, they can perceive that the vehicle ride is harsher in the performance mode and softer in the base mode. A vehicle occupant can notice the vehicle suspension setting by feeling the impact of road bumps from the vehicle ride. In contrast, the increase in boost pressure within the engine can be less perceptible because a vehicle occupant can not easily hear the change in pressure in the engine air intake. Thus, in this example, the engine speed threshold and the vehicle suspension setting are included in the first stage because the higher engine speed and the stiffer vehicle suspension can be more perceptible to a vehicle occupant via the vehicle occupant's sense of sound and touch. The engine boost pressure is included in the second stage because the boost pressure can be less perceptible to a vehicle occupant.

[0089] At time T1, the selected vehicle mode changes from the base mode to the performance mode. The vehicle mode can be changed via a vehicle occupant applying a switch or can be changed automatically via the controller in response to vehicle operating conditions, such as driver demand torque. The first stage is activated, thus the engine speed upper threshold 450 is increased and the vehicle suspension is changed to a performance mode (e.g., a stiffer vehicle suspension mode). Increasing the engine speed upper threshold allows for an increase in engine power output. Switching the suspension mode from base to performance stiffens the suspension of the vehicle and reduces body roll when the vehicle is cornering. The second stage is also activated such that the engine boost pressure upper threshold 452 is increased to allow for higher boost pressure to increase engine torque. By activating the first and second stages, engine power and torque can be increased while switching the suspension mode can allow the vehicle to take a corner at a higher rate.

[0090] Between time T1 and time T2, the vehicle driver (e.g., human or autonomous driver) increases and decreases the driveline torque request multiple times. The engine speed is allowed to reach the threshold 450, which is increased at time T1, and the boost pressure is allowed to reach the threshold 452, which is also increased at time T1. The engine speed is not allowed to exceed the threshold 450 and the boost pressure is not allowed to exceed the threshold 452.

[0091] At time T2, the first stage is deactivated. In this example, the first stage is deactivated in response to an amount of time since the first stage was last activated. In some other examples, the first stage can be deactivated in response to other vehicle operating conditions, such as the driver demand torque being less than a threshold for longer than a threshold amount of time. When the first stage is deactivated, the trajectory 404 transitions to a lower level. Additionally, in response to the first stage being deactivated, the engine speed upper threshold 450 is decreased and the suspension transitions back to a base vehicle suspension mode. The second stage remains activated such that a higher level of boost pressure is allowed to be reached compared to the boost pressure upper threshold at time TO. By allowing the second stage to remain active, additional engine performance can be made available. Lowering the upper threshold engine speed can reduce the likelihood of engine derating and reduce concerns a vehicle occupant can have about higher engine speeds. Additionally, reverting the vehicle suspension mode to base can improve the ride of the vehicle.

[0092] Between time T2 and time T3, once the engine speed is less than the engine speed upper threshold 450 after time T2, the engine speed is limited to be less than the engine speed upper threshold 450. Between time Tl and time T2, the engine speed is limited to be less than the engine speed threshold 450 until the engine speed is less than the engine speed threshold 450 between time T2 and time T3. This allows the engine speed to be limited without having to force the engine speed to decrease at time T2 when the engine speed upper threshold 450 is reduced. Between time T2 and time T3, the boost pressure is limited to be less than the boost pressure threshold 452. The vehicle suspension is in the base mode. Thus, the second phase remains active and the first phase is deactivated.

[0093] At time T3, the second phase is deactivated. In this example, the second phase is deactivated in response to an amount of time since the second phase was last activated. In some other examples, the second phase can be deactivated in response to other vehicle operating conditions, such as a time that the driver demand torque is less than a threshold for longer than a second threshold amount of time. When the second phase is deactivated, the trajectory 406 transitions to a lower level. In addition, the boost pressure upper threshold 452 is reduced in response to the second phase being deactivated. By deactivating the second phase, the likelihood of engine derating can be further reduced. The second phase can be automatically deactivated even if the vehicle driver has not changed the selected vehicle mode. By automatically deactivating the first and second phases, vehicle fuel efficiency can be improved and the likelihood of vehicle derating can be reduced.

[0094] At time T4, the vehicle driver switches back to the base mode from the performance mode, as shown by the trajectory 402 transitioning to a lower level. The engine upper threshold 450, the boost pressure upper threshold 452, and the vehicle suspension state are not adjusted because they were automatically transitioned to their respective base states prior to time T4. Thus, the first and second phases can be activated and then automatically deactivated without human or automated driver input. In this way, vehicle efficiency can be improved after the higher performance requirements can have subsided.

[0095] At time T5, the selected vehicle mode is changed from the base mode to the performance mode a second time. The vehicle mode can be changed via a vehicle occupant applying a switch or can be changed automatically via the controller in response to vehicle operating conditions, such as driver demand torque. The first and second phases are reactivated at substantially the same time (e.g., within a second of each other). The first phase is activated, so the engine speed upper threshold 450 is increased and the vehicle suspension is changed to the performance mode. The second phase is also activated, so the engine boost pressure upper threshold 452 is increased to allow for higher boost pressure to increase engine torque. By activating the first and second phases, engine power and torque can be increased, while switching the suspension mode can allow the vehicle to pass through a curve at a higher rate.

[0096] In this way, the vehicle can enter the performance mode and can transition out of the performance mode via a series of phases that gradually reduce the vehicle performance capabilities but can improve the vehicle fuel economy. The phases can include vehicle control parameters to adjust vehicle operating limits and the state of vehicle systems.

[0097] Reference is now made to FIG. 5 , which shows a second anticipatory vehicle operating sequence. FIG. 4 The graphs shown in FIG. 4 are the same as shown in FIG. 4 , except that the parameters or variables in the individual graphs are different than those shown in FIG. 6 . Therefore, for the sake of brevity, the description of each graph is omitted. However, the graphs and the parameters or variables in the graphs are as described in

[0098] At time T10, the engine speed is at an intermediate level and the engine is rotating and combusting air and fuel. The vehicle is in a base mode of operation and the first and second stage control parameters are not activated. The boost pressure is low and the vehicle suspension is in a base mode. In one example, the first stage is comprised of vehicle control variables that are more perceptible to a vehicle occupant and the second stage is comprised of vehicle control variables that are less perceptible to a vehicle occupant. In this example, the engine speed upper threshold 550 and the vehicle suspension operating state 512 are included in the first stage. The engine speed and the vehicle suspension state are included in the first stage because the engine audible noise level is different when the engine is operating at the threshold 550 and the threshold 550 is at a higher level (e.g., between time T11 and time T12) than when the engine is operating at the threshold 550 and the threshold 550 is at a lower level (e.g., between time T10 and time T11). In particular, the engine noise level is higher (e.g., more decibels) when the engine speed is at the threshold 550 and the threshold 550 is at a higher level. The engine noise level is lower (e.g., less decibels) when the engine speed is at the threshold 550 and the threshold 550 is at a lower level. Thus, a vehicle occupant can perceive the change in the threshold 550 via the change in engine noise. The vehicle suspension setting can also be perceptible to a vehicle occupant. In particular, they can perceive that the vehicle ride is harsher in the performance mode and softer in the base mode. A vehicle occupant can notice the vehicle suspension setting by feeling the impact of road bumps from the vehicle ride. In contrast, the increase in boost pressure within the engine can be less perceptible because a vehicle occupant can not easily hear the change in pressure in the engine air intake. Thus, in this example, the engine speed threshold and the vehicle suspension setting are included in the first stage because the higher engine speed and the stiffer vehicle suspension can be more perceptible to a vehicle occupant via the vehicle occupant's sense of sound and touch. The engine boost pressure is included in the second stage because the boost pressure can be less perceptible to a vehicle occupant.

[0099] At time T11, the selected vehicle mode changes from the base mode to the performance mode. The vehicle mode can be changed via a vehicle occupant applying a switch or can be changed automatically via the controller in response to a vehicle operating condition, such as a driver demand torque. The first phase is activated, thus the engine speed upper threshold 550 is increased and the vehicle suspension is changed to a performance mode (e.g., a stiffer vehicle suspension mode). Increasing the engine speed upper threshold allows for an increase in engine power output. Switching the suspension mode from base to performance stiffens the suspension of the vehicle and reduces body roll when the vehicle is cornering. The second phase is also activated such that the engine boost pressure upper threshold 552 is increased to allow for higher boost pressure to increase engine torque. By activating the first and second phases, engine power and torque can be increased while switching the suspension mode can allow the vehicle to take a corner at a higher rate.

[0100] Between time T11 and time T12, the vehicle driver (e.g., a human or an autonomous driver) increases and decreases the driveline torque request multiple times. The engine speed is allowed to reach the threshold 550, which is increased at time T11, and the boost pressure is allowed to reach the threshold 552, which is also increased at time T11. The engine speed is not allowed to exceed the threshold 550 and the boost pressure is not allowed to exceed the threshold 552.

[0101] At time T12, the deactivation of the first phase begins. In this example, the deactivation of the first phase begins by gradually decreasing the engine speed upper threshold 552. The deactivation of the first phase can begin in response to an amount of time since the first phase was last activated. Further, in some other examples, the deactivation of the first phase can begin in response to other vehicle operating conditions (e.g., the driver demand torque being less than a threshold for longer than a threshold amount of time). When the deactivation of the first phase begins, the trajectory 504 transitions to a lower level. Additionally, the engine speed upper threshold 550 is decreased at a predetermined ramp rate (e.g., 10 RPM / second) and the vehicle suspension reverts to the base mode in response to the beginning of the deactivation of the first phase. The second phase remains activated such that a higher level of boost pressure is allowed as compared to the boost pressure upper threshold at time T10. By allowing the second phase to remain active, additional engine performance can be made available. Decreasing the upper threshold engine speed can reduce the likelihood of engine derating and reduce concerns a vehicle occupant can have about higher engine speeds. Further, the vehicle suspension mode reverting to the base mode can improve the ride of the vehicle. In some examples, the vehicle suspension stiffness can be adjusted to gradually change from the vehicle suspension stiffness of the performance mode to the vehicle suspension stiffness of the base mode.

[0102] Between time T12 and time T13, the engine speed is limited to be less than the engine speed upper threshold 550 once the engine speed is less than the engine speed upper threshold 550 after time T12. Between time Tl 1 and time T12, the engine speed is limited to be less than the engine speed threshold 550 until the engine speed is less than the engine speed threshold 550 between time T12 and time T13. This allows the engine speed to be limited without having to force the engine speed to decrease at time T12 when the engine speed upper threshold 550 is decreased. Between time T12 and time T13, the boost pressure is limited to be less than the boost pressure threshold 552. The vehicle suspension is in the base mode. Thus, the second stage remains active and the first stage is deactivated.

[0103] At time T13, the second stage begins to be deactivated. In this example, the second stage begins to be deactivated in response to an amount of time since the last time the second stage was activated. In some other examples, the second stage can begin to be deactivated in response to other vehicle operating conditions (e.g., the driver demand torque being less than a threshold for longer than a second threshold amount of time). When the second stage begins to be deactivated, the trajectory 506 transitions to a lower level. In addition, in response to the second stage beginning to be deactivated, the boost pressure upper threshold 552 is gradually decreased at a predetermined ramp rate (e.g., 5 kPa / s or kiloPascal / second). By deactivating the second stage, the likelihood of engine derating can be further reduced. The second stage can be automatically deactivated even if the vehicle driver has not changed the selected vehicle mode. By automatically deactivating the first and second stages, the fuel efficiency of the vehicle can be improved and the likelihood of the vehicle derating can be reduced. At time T13, the engine speed upper threshold 550 returns to its base value.

[0104] At time T14, the vehicle driver switches back to the base mode from the performance mode, as shown by the trajectory 502 transitioning to a lower level. In response to the vehicle mode change, the boost pressure upper threshold 552 is adjusted to its base value at time T14. Thus, the first and second stages can be activated and then automatically deactivated and / or deactivated via human or machine input.

[0105] At time T15, the selected vehicle mode is changed from the base mode to the performance mode a second time. The vehicle mode can be changed via a vehicle occupant applied switch or can be changed automatically via the controller in response to vehicle operating conditions, such as driver demand torque. The first and second phases are reactivated at substantially the same time (e.g., within one second of each other). The first phase is activated, so the engine speed upper threshold 550 is increased and the vehicle suspension is changed to the performance mode. The second phase is also activated, so the engine boost pressure upper threshold 552 is increased to allow for higher boost pressure to increase engine torque. By activating the first and second phases, engine power and torque can be increased, while switching the suspension mode can allow the vehicle to pass through a curve at a higher rate.

[0106] In this way, the vehicle can enter the performance mode and can transition out of the performance mode via a series of phases that gradually reduce the vehicle performance capabilities but can improve the vehicle fuel economy. The phases can include vehicle control parameters to adjust vehicle operating limits and states of vehicle systems.

[0107] Referring now to FIG. 6 , a flowchart of a method for controlling a vehicle driveline is shown. FIG. 1A to FIG. 3 The method of FIG. 1A to FIG. 3 may be incorporated into the system of FIG. 6 and can cooperate with the system of FIG. 6 . Further, at least portions of the method of FIG. 1A may be incorporated as executable instructions stored in a non-transitory memory, while other portions of the method can be executed via a controller to transform the operational state of devices and actuators in the physical world. The method of may be executed when the vehicle is traveling on a roadway and in response to vehicle operating conditions, including but not limited to driver demand torque, ambient temperature, and ambient pressure.

[0108] At 602, the method 600 groups vehicle control parameters and / or vehicle control variables into staging groups. In one example, two staging groups can be provided, but the actual total number of staging groups can be greater than two. Vehicle control variables that are judged to be more perceptible to a vehicle occupant are included in a first stage, and vehicle control variables that are judged to be less perceptible to a vehicle occupant are included in a second stage. Thus, the vehicle control variables can be arranged from more perceptible to less perceptible in the staging groups. One staging group can be activated and deactivated independently of other staging groups to adjust vehicle operation and performance.

[0109] Vehicle control parameters that can be identified as more readily perceptible are vehicle control variables, which can be variables that can affect or be observed by the senses of vehicle occupants, including sound, touch, and vision. For example, readily perceptible vehicle control parameters may include, but are not limited to, engine speed limit thresholds (e.g., engine speeds not exceeding a certain threshold), vehicle suspension modes, vehicle descent modes, vehicle speed limit thresholds (e.g., vehicle speeds not exceeding a certain threshold), electric motor speed limit thresholds (e.g., electric motor speeds not exceeding a certain threshold), transmission shift times (e.g., the amount of time taken from the start of a shift to the end of a shift), and the number of engine cylinders that can be deactivated (e.g., the actual total number of engine cylinders that can be deactivated to save fuel). These more readily perceptible vehicle control parameters or variables can be grouped into the first phase.

[0110] Less perceptible vehicle control parameters may include, but are not limited to, an upper limit threshold for engine boost pressure (e.g., boost amount not exceeding a certain value), an upper limit threshold for battery state of charge (e.g., battery charge not exceeding a certain value), an upper limit threshold for battery state of charge (e.g., battery charge not less than a certain value), an upper limit threshold for motor temperature (e.g., motor temperature not exceeding a certain value), and an upper limit threshold for battery temperature (e.g., battery temperature not exceeding a certain value). These less perceptible vehicle control parameters or variables can be grouped into a second stage. After grouping the vehicle control parameters into multiple stages, method 600 proceeds to 604.

[0111] At step 604, method 600 determines whether the vehicle is in operation. If the vehicle's controller (e.g., ...) is not running, ... FIG. 4 The vehicle is considered to be running if the controller 12 shown is activated, or if the vehicle occupants have activated the vehicle via a key, passive key fob, or other proximity device. The vehicle's engine does not need to rotate and does not need to burn air and fuel to run the vehicle. If method 600 determines that the vehicle is running, the answer is yes and method 600 proceeds to 606. If the vehicle is activated, it may be in a baseline operating mode (e.g., where nominal vehicle operating parameters are the basis for operating and controlling the vehicle) when the vehicle is activated. Otherwise, the answer is no, and method 600 proceeds to exit.

[0112] At 606, the method 600 determines whether a condition has been met to exit the baseline vehicle operating mode. The baseline vehicle operating mode can be exited when a vehicle occupant or vehicle controller selects a different vehicle operating mode. Other vehicle operating modes can include, but are not limited to, a performance mode (e.g., increased vehicle power output and track mode suspension settings), a hill descent mode (e.g., controlled vehicle speed on a downward sloped hill), an off-road mode (e.g., increased vehicle power output and off-road suspension settings), and a track mode (e.g., increased vehicle power output and stiffened vehicle suspension). In one example, the baseline vehicle operating mode can be exited and a second vehicle operating mode from among the described vehicle operating modes can be entered via a vehicle occupant selection from a human / machine interface. Alternatively, the baseline vehicle operating mode can be exited and a second vehicle operating mode entered in response to a vehicle operating condition, such as an accelerator pedal position exceeding a threshold and a vehicle lateral acceleration exceeding a threshold. Each vehicle operating mode can be entered when a predetermined unique operating condition is determined to exist. For example, the performance mode can be entered when the accelerator pedal position exceeds a threshold and the vehicle lateral acceleration exceeds a threshold. The hill descent mode can be activated when an inclinometer indicates that the vehicle is on a hill and points downward when the accelerator pedal is not applied. The off-road mode can be entered when a vehicle suspension acceleration exceeds a threshold. The track mode can be entered when a global positioning system within the vehicle indicates that the vehicle is operating on a race track. These vehicle modes and entry conditions are exemplary in nature and are not intended to limit the scope of the present disclosure. For example, each of the described modes can be entered in response to conditions other than those mentioned, and other vehicle operating modes can also be provided. If the method 600 determines that a condition has been met to exit the baseline vehicle operating mode and enter one of the described modes or another mode, the answer is yes and the method 600 proceeds to 608. Otherwise, the answer is no and the method 600 proceeds to exit.

[0113] At 608, the method 600 activates the control parameters in the staging group corresponding to the activated vehicle mode. For example, if the selected vehicle mode is the performance mode and it includes two stages, the control parameters included in the two stages are activated and the vehicle is controlled in accordance with the control parameters. Thus, if the first stage includes an engine speed upper limit threshold, the first stage is activated and the engine speed is not allowed to exceed the engine speed upper limit included in the first stage. Likewise, if the second stage includes a battery state of charge upper limit threshold, the second stage is activated and the battery state of charge is not allowed to exceed the battery state of charge upper limit threshold.

[0114] If, on the other hand, the selected vehicle mode is the off-road mode and it includes three phases, the control parameters included in the three phases are activated and the vehicle is controlled according to the control parameters in the three activated phases. Thus, if the first phase includes a vehicle upper threshold speed, the vehicle speed is not allowed to exceed the vehicle upper threshold speed. If the second phase includes an engine boost pressure upper threshold, the engine boost pressure is not allowed to exceed the engine boost pressure upper threshold. If the third phase includes a battery state of charge upper threshold, the battery state of charge can be limited so that the battery state of charge upper threshold is not exceeded. The method 600 proceeds to 610.

[0115] At 610, the method 600 operates the vehicle according to the control parameters included in the activated phases and the vehicle operating conditions. For example, the vehicle engine and electric machine that provide torque to the vehicle driveline can supply the requested driver demand wheel torque, but the output of the electric machine and engine can be limited according to the control parameters included in the activated phases. In addition, the vehicle suspension, transmission, axles, and ISG can operate according to the values of the control parameters included in the activated phases and the vehicle operating conditions. The method 600 proceeds to 612.

[0116] At 612, the method 600 determines whether a condition has been met to deactivate the first phase and its control parameters so that the baseline values are activated instead of the control parameter values in the first phase. In one example, the first phase and its control parameters can be deactivated in response to a predetermined amount of time since the first phase was most recently activated exceeding a threshold. For example, the first phase can be deactivated 100 seconds after the first phase was most recently activated. In another example, the first phase can be deactivated when the driver demand is less than a threshold and when a predetermined amount of time since the first phase was most recently activated exceeds a threshold. In yet another example, the first phase can be deactivated in response to the vehicle speed exceeding a threshold. Also, the first phase can be deactivated in response to a vehicle occupant or controller switching the vehicle mode back to the baseline vehicle operating mode. In other examples, other vehicle operating conditions can be the basis for deactivating the first phase vehicle control parameters. If the condition to deactivate the first phase control parameters is met, the answer is yes and the method 600 proceeds to 614. Otherwise, the answer is no and the method 600 returns to 612.

[0117] At 614, the method 600 gradually ends the control parameters in the first phase. The method 600 can provide a step change in the vehicle control parameters as shown in FIG. 5 or the method 600 can gradually adjust the engine control parameter values from the values included in the first phase to the baseline values as shown in FIG. 4 to FIG. 5For example, if the engine speed upper threshold is 6000 RPM in the first phase and 5500 RPM in the baseline vehicle mode, the method 600 can adjust the engine speed upper threshold from 6000 RPM to 5500 RPM via a step change or via a ramp in which the engine speed upper limit decreases at a predetermined rate until the engine speed upper threshold equals the baseline engine speed upper threshold of 5500 RPM. Other control parameters in the first set of phases are also stepped down in this manner. The method 600 proceeds to 616.

[0118] At 616, the method 600 operates the vehicle according to the control parameters included in the baseline vehicle mode and the remaining active phases (e.g., phase 2 and phase 3) and the vehicle operating conditions. For example, the vehicle engine and motor providing torque to the vehicle driveline can supply the requested driver demand wheel torque, but the output of the motor and engine can be limited according to the control parameters included in the baseline vehicle mode and the phases that remain active. After the values of the control parameters included in the first phase equal the baseline control parameter values, the vehicle is not operated according to the control parameters included in the first phase. Thus, the engine speed upper threshold can be reduced and the engine speed can be limited according to the reduced engine speed upper threshold, as FIG. 4 illustrated. Likewise, the other control parameters in the first phase can be adjusted back to the baseline values. Thus, the engine and motor can provide power as commanded by the driver demand, but the engine and motor power can be limited to the baseline control parameter values and the control parameter values included in the phases other than the first phase (e.g., the second phase and the third phase, if present). Further, the vehicle suspension, transmission, axle, and ISG can operate according to the values of the control parameters included in the phases that remain active and the values of the baseline vehicle control parameters that replace the values of the first phase control parameters. Further, the vehicle components (e.g., engine, transmission, motor, etc.) continue to respond to the vehicle operating conditions, including the driver demand torque and the requested brake torque. The method 600 proceeds to 617.

[0119] At 617, the method 600 determines whether conditions have been met to reactivate all stages of the vehicle operating mode. The baseline vehicle operating mode can be exited and, in response to vehicle operating conditions, the non-baseline vehicle operating mode (e.g., performance, tracking, off-road, etc.) can be reentered with all stages active. For example, in response to the driver demand torque being greater than a threshold for a period of time that is longer than a threshold, the control parameters of all stages can be reactivated. Further, in response to the vehicle lateral acceleration being greater than a threshold for a period of time that is longer than a threshold, the control parameters of all stages can be reactivated. Additionally, other vehicle operating conditions can be used as a basis to reactivate all stages in a particular vehicle operating mode (e.g., tracking mode, off-road mode, performance mode, etc.). If the method 600 determines that conditions have been met to reactivate all stages of the vehicle operating mode (e.g., the vehicle operating mode determined at 606), the answer is yes and the method 600 returns to 608. Otherwise, the answer is no and the method 600 proceeds to 618.

[0120] At 618, the method 600 determines whether conditions have been met to deactivate the second stage and its control parameters such that the baseline values are activated in place of the control parameter values in the second stage. In one example, in response to a predetermined amount of time since the second stage was most recently activated exceeding a threshold, the second stage and its control parameters can be deactivated. For example, the second stage can be deactivated 300 seconds after the second stage was most recently activated. In another example, the second stage can be deactivated when the driver demand is less than a threshold and when a predetermined amount of time since the second stage was most recently activated exceeds a threshold. In yet another example, the second stage can be deactivated in response to the vehicle speed exceeding a threshold. Also, the second stage can be deactivated in response to a vehicle occupant or controller switching the vehicle mode back to the baseline vehicle operating mode. In other examples, other vehicle operating conditions can be a basis to deactivate the second stage vehicle control parameters. If conditions are met to deactivate the second stage control parameters, the answer is yes and the method 600 proceeds to 622. Otherwise, the answer is no and the method 600 returns to 618.

[0121] At 620, the method 600 gradually ends the control parameters in the second stage. The method 600 can provide a step change in the vehicle control parameters as shown in FIG. 5 or the method 600 can gradually adjust the engine control parameter values from the values included in the second stage to the baseline values as shown in FIG. 6The battery state of charge upper threshold value can be adjusted from the second stage value to the baseline battery state of charge upper threshold value via a step change or via a ramp in which the battery state of charge upper threshold value decreases at a predetermined rate until the battery state of charge upper threshold value equals the baseline battery state of charge upper threshold value. Other control parameters in the second set of sub-stages are also stepped down in this manner. The method 600 proceeds to 622.

[0122] At 622, the method 600 operates the vehicle according to the control parameters included in the baseline vehicle mode and the remaining active stages (e.g., stage 3) and vehicle operating conditions. For example, the vehicle engine, motor, and battery providing torque to the vehicle driveline can supply the requested driver demand wheel torque, but the output of the motor, battery, and engine can be limited according to the control parameters included in the baseline vehicle mode and the stages that remain active. After the values of the control parameters included in the second stage equal the baseline control parameter values, the vehicle is not operated according to the control parameters included in the second stage. Thus, the battery state of charge upper threshold value can be decreased and the battery charging can be limited according to the decreased battery state of charge upper threshold value. In this manner, the engine, motor, and battery can provide power as commanded by the driver demand, but the engine, motor, and battery output power can be limited to the baseline control parameter values and the control parameter values included in the stages other than the first and second stages (e.g., the third stage, if present). Further, the vehicle suspension, transmission, axles, and ISG can operate according to the values of the control parameters included in the stages that remain active and the values of the baseline vehicle control parameters that replace the values of the first and second stage control parameters. Further, the vehicle components (e.g., engine, transmission, motor, etc.) continue to respond to vehicle operating conditions, including driver demand torque and requested braking torque. The method 600 proceeds to 624.

[0123] At 624, the method 600 determines whether conditions have been met to reactivate all stages of the vehicle operating mode. The baseline vehicle operating mode can be exited and, in response to vehicle operating conditions, the non-baseline vehicle operating mode (e.g., performance, track, off-road, etc.) can be reentered. For example, in response to the driver demand torque being greater than a threshold for a period of time that is longer than a threshold, the control parameters of all stages can be reactivated. Further, in response to the vehicle lateral acceleration being greater than a threshold for a period of time that is longer than a threshold, the control parameters of all stages can be reactivated. Additionally, other vehicle operating conditions can be used as a basis to reactivate all stages in a particular vehicle operating mode (e.g., track mode, off-road mode, performance mode, etc.). If the method 600 determines that conditions have been met to reactivate all stages of the vehicle operating mode (e.g., the vehicle operating mode determined at 606), the answer is yes and the method 600 returns to 608. Otherwise, the answer is no and the method 600 proceeds to 626.

[0124] At 626, the method 600 operates the vehicle according to the baseline values of the vehicle control parameters. For example, if the baseline engine speed upper limit threshold is 5000 RPM, the engine is not allowed to exceed 5000 RPM. Thus, the control parameter values associated with different stages are not activated and the engine is not operated according to these values. The vehicle is also operated in response to vehicle operating conditions, including but not limited to driver demand torque, vehicle speed, engine speed, ambient air pressure, ambient air temperature, and requested brake torque. The method 600 proceeds to exit.

[0125] In this way, the vehicle can exit the baseline vehicle operating mode and then reenter the baseline operating mode such that vehicle efficiency can be improved. Further, the vehicle operating mode transitions can be managed to be subtle such that the vehicle occupants can find the vehicle mode changes less noticeable.

[0126] Thus, FIG. 6Methods of the present disclosure provide a vehicle operation method, the method comprising: in response to selecting a vehicle mode, activating, via a controller, a plurality of vehicle control parameter staging groups substantially simultaneously (e.g., activating all stages within one second of each other) and operating the vehicle in response to the plurality of vehicle control parameter staging groups; and in response to satisfying one or more conditions, deactivating, via the controller, the plurality of vehicle control parameter staging groups asynchronously (e.g., at different times) and operating the vehicle in response to baseline control parameters. The method includes wherein deactivating the plurality of staging groups asynchronously includes deactivating a first staging group and then deactivating a second staging group after deactivating the first staging group. The method includes wherein satisfying one or more conditions includes satisfying one or more conditions to deactivate the plurality of staging groups that are activated, and wherein the second staging group is deactivated a predetermined time after deactivating the first staging group. The method includes wherein the first staging group is deactivated a predetermined time after activating the first staging group.

[0127] In some examples, the method includes wherein the first staging group is deactivated in response to a predetermined amount of time after activating the first staging group and the driver demand torque being less than a threshold value. The method includes wherein the second staging group is deactivated in response to a predetermined amount of time after deactivating the first staging group and the driver demand torque being less than a threshold value. The method further includes grouping more than one vehicle control parameter into the plurality of staging groups based on observability of the more than one vehicle control parameter to a vehicle occupant. The method further includes grouping a first portion of the more than one vehicle control parameter into the first staging group and a second portion of the more than one vehicle control parameter into the second staging group, the first staging group having a higher degree of observability to the vehicle occupant than the second staging group. The method includes wherein deactivating the plurality of staging groups that are activated asynchronously includes deactivating the first staging group before the second staging group.

[0128] ​The method of the first aspect also provides a vehicle operation method, the method comprising: grouping, via the controller, more than one vehicle control parameter into a plurality of staging groups; activating, via the controller, the plurality of staging groups substantially simultaneously in response to selecting a vehicle mode and operating the vehicle; and deactivating, via the controller, the activated plurality of staging groups according to a predetermined staging group deactivation order in response to one or more conditions being met to deactivate the activated plurality of staging groups. The method includes: wherein the predetermined order is based on observability of individual staging groups in the activated plurality of staging groups. For example, control parameters that can allow for higher vehicle noise levels can be assigned to lower stages (e.g., Stage 1), and inaudible control parameters (e.g., battery charge state threshold) can be assigned to higher stages (e.g., Stage 3). Stages can be deactivated in ascending order of stage number. The method includes: wherein the predetermined order deactivates one staging group in the activated plurality of staging groups before deactivating other staging groups in the activated plurality of staging groups. The method includes: wherein deactivating the activated plurality of staging groups comprises gradually adjusting vehicle control parameters from values in the activated plurality of staging groups to base vehicle control parameters. The method includes: wherein the predetermined order of staging group deactivation deactivates staging groups in the activated plurality of staging groups that are audible to a vehicle occupant first, and then deactivates staging groups in the activated plurality of staging groups that are not audible to the vehicle occupant.

[0129] Note that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by control systems including controllers in combination with various sensors, actuators, and other engine hardware. Additionally, portions of these methods can be physical actions taken in the real world to change the state of an apparatus. The particular routines described herein can represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and so on. As such, various acts, operations, and / or functions illustrated can be performed in the manner shown, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily restricted to that shown unless specifically stated. The examples described herein are used as smoke screens simply to ease explanation of the features and benefits provided by the example instances. One or more of the acts, operations, and / or functions illustrated can be repeated, re-ordered, or omitted, depending on the particular strategy being used. Additionally, the described acts, operations, and / or functions can represent code segments stored in non-transitory memory of the computer readable storage media that is graphically represented as code stored in non-transitory memory of a computer readable storage media that is programmed into the engine control system in combination with the various engine hardware components, where the instructions are executed by the electronic controller in the system. One or more of the method steps described herein can be omitted if desired.

[0130] It should be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific instances are not to be considered in a limiting sense, because numerous variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4 cylinder, and other engine types. The subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or properties noted herein.

[0131] The appended claims particularly point out certain combinations and subcombinations that are regarded as novel and nonobvious. These claims can refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include one or more such elements, neither requiring nor excluding two or more elements. Other combinations and subcombinations of disclosed features, functions, elements, and / or properties can be claimed through amendment of the present claims or presentation of additional claims in the application or corresponding application. Such amended claims, whether they expand the claims or narrow them, are to be considered within the scope of the present disclosure.

[0132] According to the present invention, there is provided a vehicle operating method, the method having: in response to selecting a vehicle mode, activating, via a controller, a plurality of vehicle control parameter staging groups substantially simultaneously and operating the vehicle in response to the plurality of vehicle control parameter staging groups; and in response to one or more conditions being met, deactivating, via the controller, the plurality of vehicle control parameter staging groups asynchronously and operating the vehicle in response to a baseline control parameter.

[0133] According to embodiments, the above-mentioned features of the invention further provide that deactivating the activated plurality of staging groups includes deactivating a first staging group and then deactivating a second staging group after deactivating the first staging group.

[0134] According to embodiments, the above-mentioned features of the invention further provide that the one or more conditions being met includes the one or more conditions being met to deactivate the activated plurality of staging groups, and wherein the second staging group is deactivated a predetermined time after deactivating the first staging group.

[0135] According to embodiments, the first staging group is deactivated a predetermined time after activating the first staging group.

[0136] According to embodiments, the first staging group is deactivated in response to a predetermined amount of time after activating the first staging group and the driver demand torque being less than a threshold value.

[0137] According to embodiments, the second staging group is deactivated in response to a predetermined amount of time after deactivating the first staging group and the driver demand torque being less than a threshold value.

[0138] According to embodiments, the application features grouping more than one vehicle control parameter into a plurality of staging groups based on observability of the more than one vehicle control parameter to a vehicle occupant.

[0139] According to embodiments, the application features grouping a first portion of the more than one vehicle control parameter into a first staging group and grouping a second portion of the more than one vehicle control parameter into a second staging group, the first staging group having a higher degree of observability to a vehicle occupant than the second staging group.

[0140] According to embodiments, deactivating the activated plurality of staging groups asynchronously includes deactivating the first staging group before the second staging group.

[0141] According to the application, there is provided a vehicle operation method having: grouping, via a controller, more than one vehicle control parameter into a plurality of staging groups; activating, via the controller, substantially simultaneously, the plurality of staging groups and operating the vehicle in response to selecting a vehicle mode; and deactivating, via the controller, the activated plurality of staging groups according to a predetermined staging group deactivation order in response to one or more conditions being met to deactivate the activated plurality of staging groups.

[0142] According to embodiments, the predetermined order is based on observability of individual staging groups in the activated plurality of staging groups.

[0143] According to embodiments, the predetermined order deactivates one staging group in the activated plurality of staging groups before deactivating other staging groups in the activated plurality of staging groups.

[0144] According to embodiments, deactivating the activated plurality of staging groups includes gradually adjusting the vehicle control parameter from a value in the activated plurality of staging groups to a base vehicle control parameter.

[0145] According to embodiments, the predetermined staging group deactivation order deactivates staging groups in the activated plurality of staging groups that are audible to a vehicle occupant first and then deactivates staging groups in the activated plurality of staging groups that are not audible to the vehicle occupant.

[0146] According to the application, there is provided a system having: an engine; an electrical energy storage device; a motor / generator; and a controller including executable instructions stored in a non-transitory memory to operate the engine, the electrical energy storage device, and the motor / generator in response to a plurality of staging groups being activated at substantially the same time and deactivated asynchronously.

[0147] According to embodiments, the application features further instructions to deactivate the plurality of staging groups asynchronously according to audible noise levels associated with the plurality of staging groups.

[0148] According to embodiments, the application features further instructions to group the vehicle control parameter into a plurality of stages.

[0149] According to embodiments, the application further features additional instructions for gradually adjusting the value of the control parameter from the value in the plurality of stages to the baseline value.

[0150] According to embodiments, the value of the control parameter in the plurality of staging groups increases the amount of charge stored in the battery.

[0151] According to embodiments, the value of the control parameter in the plurality of staging groups increases an engine speed upper threshold.

Claims

1. A vehicle operation method comprising: in response to selecting a vehicle mode, activating, via a controller, a plurality of vehicle control parameter staging groups substantially simultaneously and operating a vehicle in response to the plurality of vehicle control parameter staging groups; and in response to one or more conditions being met, deactivating, via the controller, the plurality of vehicle control parameter staging groups asynchronously and operating the vehicle in response to baseline control parameters; wherein the plurality of vehicle control parameter staging groups are deactivated asynchronously according to a noise level associated with the plurality of vehicle control parameter staging groups.

2. The method of claim 1, wherein deactivating the plurality of vehicle control parameter staging groups asynchronously comprises deactivating a first vehicle control parameter staging group and then deactivating a second vehicle control parameter staging group after deactivating the first vehicle control parameter staging group.

3. The method of claim 2, wherein the one or more conditions being met comprises one or more conditions being met to deactivate the plurality of vehicle control parameter staging groups, and wherein the second vehicle control parameter staging group is deactivated a predetermined time after deactivating the first vehicle control parameter staging group.

4. The method of claim 2, wherein the first vehicle control parameter staging group is deactivated a predetermined time after activating the first vehicle control parameter staging group.

5. The method of claim 2, wherein the first vehicle control parameter staging group is deactivated in response to a predetermined amount of time after activating the first vehicle control parameter staging group and a driver demand torque being less than a threshold value.

6. The method of claim 2, wherein the second vehicle control parameter staging group is deactivated in response to a predetermined amount of time after deactivating the first vehicle control parameter staging group and a driver demand torque being less than a threshold value.

7. The method of claim 1, further comprising grouping the plurality of vehicle control parameters into the plurality of vehicle control parameter staging groups based on observability of the plurality of vehicle control parameters to a vehicle occupant.

8. The method of claim 7, further comprising grouping a first portion of the plurality of vehicle control parameters into a first vehicle control parameter staging group and grouping a second portion of the plurality of vehicle control parameters into a second vehicle control parameter staging group, the first vehicle control parameter staging group having a higher degree of observability to a vehicle occupant than the second vehicle control parameter staging group.

9. The method of claim 8, wherein deactivating the plurality of vehicle control parameter staging groups asynchronously comprises deactivating the first vehicle control parameter staging group before the second vehicle control parameter staging group.

10. A vehicle operation system comprising: an engine; an electrical energy storage device; a motor and / or generator; and a controller comprising executable instructions stored in non-transitory memory to operate the engine, electrical energy storage device, and motor and / or generator in response to a plurality of staging groups that are activated at substantially the same time and deactivated asynchronously and are deactivated asynchronously according to a noise level associated with the plurality of staging groups. ​ 11. The system of claim 10, further comprising additional instructions to group vehicle control parameters into a plurality of phases.

12. The system of claim 11, further comprising additional instructions to gradually adjust a value of a control parameter from a value in the plurality of phases to a baseline value.

13. The system of claim 10, wherein a value of a control parameter in the plurality of staging groups increases an amount of charge stored in a battery.

14. The system of claim 10, wherein a value of a control parameter in the plurality of staging groups increases an engine speed ceiling threshold.

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