System and method for predicting disconnect clutch connection time

Abstract

The invention provides a system and method for predicting disconnect clutch connection time. In one embodiment, a method includes determining a predicted time associated with completion of an engine start, transitioning an engine to a torque control in response to a difference between a calibration time period associated with the predicted time and a connection time associated with an engine start time period, a disconnect clutch is locked in response to the calibrated time period being within the range of the connection times associated with the engine start time period, and a report that the disconnect clutch is locked is transmitted.

Description

Technical Field

[0001] This disclosure relates to a locking process associated with a disengagement clutch. More specifically, this disclosure controls when the disengagement clutch engages the timing of the engine associated with the vehicle. Background Technology

[0002] The statements in this section are provided only as background information in connection with this disclosure and may not constitute prior art.

[0003] During engine start-up and engagement, the torque capacity of the disengagement clutch is typically controlled to rotate the engine for starting and / or engagement under modulated pressure and / or capacity curves. Based on the vehicle-related handling and responsiveness requirements, the system attempts to accurately and precisely control and estimate the disengagement capacity delivery for coordination between the disengagement clutch and the motor. However, communication delays between the disengagement clutch and the motor can affect the reporting of when the disengagement clutch is locked, potentially leading to inefficient vehicle operation.

[0004] This disclosure resolves these and other problems related to the timing of managing the engagement of the disengagement clutch with the engine. Summary of the Invention

[0005] This section provides a general overview of this disclosure and is not a full disclosure of its entire scope or all its features.

[0006] This disclosure provides a method comprising: determining a predicted time associated with the completion of the engine start based on a request to initiate an engine start; switching an engine to torque control in response to a difference between a calibration period associated with the predicted time and a connection time associated with the engine start period; locking a disengagement clutch in response to the calibration period being within the range of the connection time associated with the engine start period; and transmitting a report of the disengagement clutch being locked; further comprising: transmitting a step-out motor torque request based on the difference between the calibration period and the connection time associated with the engine start period, wherein the transmission of the step-out motor request is further based on one or more errors, wherein the one or more errors include the connection time associated with the engine start period falling below the calibration period, communication delay, controller area network delay, response delay, or a combination thereof; wherein locking the disengagement clutch is based on the calibration period and the difference between the calibration period and the connection time associated with the engine start period. The connection time associated with the engine start-up period occurs simultaneously; it also includes: determining the difference between the calibration period and the connection time associated with the engine start-up period based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up period being outside the calibration period, communication delay, controller area network delay, response delay, or a combination thereof; wherein determining the predicted time associated with the completion of the engine start-up further includes: determining a slip ratio based on the pump impeller speed and the engine speed; or determining a slip ratio based on the pump impeller speed and the target engine speed; wherein the determination of the predicted time is also based on the slip ratio divided by the derivative of the slip ratio; and further includes: applying one or more conditional variables to the pump impeller speed or the engine speed based on one or more historical slip ratios, wherein the one or more conditional variables include filter variables, offset variables, one or more input parameters, or a combination thereof.

[0007] This disclosure provides a system comprising: a vehicle controller configured to: determine a predicted time associated with the completion of the engine start based on a request to initiate an engine start; switch an engine to torque control in response to a difference between a calibration period associated with the predicted time and a connection time associated with the engine start period; lock a disengagement clutch in response to the calibration period being within the range of the connection time associated with the engine start period; and transmit a report of the disengagement clutch being locked; wherein the vehicle controller is further configured to: transmit a step-out motor torque request based on the difference between the calibration period and the connection time associated with the engine start period, wherein the transmission of the step-out motor request is further based on one or more errors, wherein the one or more errors include the connection time associated with the engine start period falling below the calibration period, communication delay, controller area network delay, response delay, or a combination thereof; wherein locking the disengagement clutch is based on the calibration period and the difference between the calibration period and the connection time associated with the engine start period. The connection time associated with the engine start-up period occurs simultaneously; wherein the vehicle controller is further configured to: determine the difference between the calibration period and the connection time associated with the engine start-up period based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up period being outside the calibration period, communication delay, controller area network delay, response delay, or a combination thereof; wherein the vehicle controller configured to determine the predicted time associated with the completion of the engine start-up is further configured to: determine the slip ratio based on the pump impeller speed and the engine speed; or determine the slip ratio based on the pump impeller speed and the target engine speed; wherein the determination of the predicted time is further based on the slip ratio divided by the derivative of the slip ratio; and wherein the vehicle controller is further configured to: apply one or more conditional variables to the pump impeller speed or the engine speed based on one or more historical slip ratios, wherein the one or more conditional variables include filter variables, offset variables, one or more input parameters, or a combination thereof.

[0008] This disclosure provides one or more non-transitory computer-readable media storing processor-executable instructions, which, when executed by at least one processor, cause the at least one processor to: determine a predicted time associated with the completion of the engine start based on a request to initiate engine start; switch the engine to torque control in response to a difference between a calibration period associated with the predicted time and a connection time associated with the engine start period; lock the disengagement clutch in response to the calibration period being within the range of the connection time associated with the engine start period, wherein locking the disengagement clutch is based on the simultaneous occurrence of the calibration period and the connection time associated with the engine start period; and transmit a report that the disengagement clutch is locked; wherein the at least one processor is also caused to: transmit a step-out motor torque request based on the difference between the calibration period and the connection time associated with the engine start period, wherein the transmission of the step-out motor request is further based on one or more errors, wherein one or more errors are... Multiple errors include the connection time associated with the engine start-up period falling below the calibration period, communication latency, Controller Area Network (CAN) latency, response latency, or a combination thereof; wherein at least one processor: determines the difference between the calibration period and the connection time associated with the engine start-up period based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up period falling outside the calibration period, communication latency, CAN latency, response latency, or a combination thereof; wherein at least one processor: determines the slip ratio based on the pump impeller speed and engine speed; or determines the slip ratio based on the pump impeller speed and target engine speed; wherein the determination of the predicted time is further based on the slip ratio divided by the derivative of the slip ratio; and wherein at least one processor: applies one or more conditional variables to the pump impeller speed or the engine speed based on one or more historical slip ratios, wherein the one or more conditional variables include filter variables, offset variables, one or more input parameters, or a combination thereof.

[0009] Further applicable areas will become apparent from the description provided herein. It should be understood that the descriptions and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0010] To better understand this disclosure, various forms of the disclosure will now be described by way of example with reference to the accompanying drawings, in which:

[0011] Figure 1Operating systems for hybrid electric vehicles are shown according to various implementations;

[0012] Figure 2 This is a flowchart illustrating exemplary methods for managing the timing of engagement between the disengagement clutch and the engine, according to various implementations;

[0013] Figure 3 It shows according to Figure 2 The flowchart shown is illustrated and described according to various implementation methods. Figure 1 The graph shows the changes in the operating system's operation; and

[0014] Figure 4 This is a flowchart illustrating exemplary methods for managing the timing of engagement between the disengagement clutch and the engine, according to various implementations.

[0015] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way. Detailed Implementation

[0016] The following description is merely exemplary in nature and is not intended to limit this disclosure, its application, or its uses. It should be understood that throughout the accompanying drawings, corresponding reference numerals indicate the same or corresponding parts and features.

[0017] This disclosure provides a means of proactively predicting when the engine will intersect with the pump impeller speed during engine start-up to mitigate communication delays in the vehicle-associated operating system. This disclosure also provides enhanced accuracy associated with reporting the actual time when the clutch disengages from the vehicle-associated engine.

[0018] In one or more examples, this enhancement mitigates the issue of the disengagement clutch being reported as locked too quickly (e.g., unnecessarily earlier than it should be reported), which could cause the motor torque to mix out prematurely, resulting in a negative pull-down of the pump wheel speed and poor vehicle handling. Additionally, reporting lock-up too quickly could cause the engine to switch to torque control prematurely, leading to slip conditions that could damage the disengagement clutch hardware.

[0019] In some examples, this enhancement also mitigates the problem of the disengagement clutch being reported as locked too slowly (e.g., unnecessarily later than it should be reported), which can cause motor torque to compensate for the disengagement clutch after the engine has reached pump wheel speed, resulting in pump wheel speed surge or positive increase, leading to poor handling. Additionally, the disengagement clutch being reported as locked too slowly can also cause the engine to switch to torque control too slowly, increasing response delay and thus resulting in poor handling.

[0020] Therefore, proper and accurate management of the timing of engagement between the disengagement clutch and the engine provides an enhancement to vehicle-related performance. More specifically, this enhancement allows the motor controls and engine controls to operate in separate modules with different response delays, which may each require different lock-up reporting timings, thus providing acceptable operability to the vehicle operator.

[0021] Figure 1 A schematic block diagram of the hybrid operating system 100 is shown. In one or more examples, the hybrid operating system 100 may be integrated into a hybrid electric vehicle (not shown) to provide propulsion support for the hybrid electric vehicle. It should be understood that, for example, the hybrid operating system 100 may be integrated into any type of hybrid-related vehicle, such as a mild hybrid electric vehicle, a plug-in hybrid electric vehicle, and / or a full hybrid electric vehicle.

[0022] The hybrid operating system 100 typically includes a powertrain control module (PCM) 102, a controller area network (CAN) bus 104, an engine module 106, a transmission module 108, a hybrid powertrain control module (HPCM) 110, a parallel type 2 (P2) motor 112, and a disengagement clutch 114.

[0023] PCM 102 operates as the central processing unit of the hybrid operating system 100 and facilitates the distribution of one or more operating commands to each of the other components of the hybrid operating system 100 (e.g., CAN bus 104, engine module 106, transmission module 108, HPCM 110, P2 motor 112, and disengagement clutch 114). As an example, PCM 102 is configured to monitor and / or control the functionality of each of the other components.

[0024] For example, PCM 102 is configured to send one or more operating commands to each of the other components of the hybrid operating system 100 via CAN bus 104. As another example, PCM 102 is configured to send one or more operating commands based on the monitored and / or controlled functionality of each of the other components. As yet another example, CAN bus 104 can receive each of the one or more commands from PCM 102 and prioritize the one or more operating commands to mitigate any overload on any other component of the hybrid operating system 100. As yet another example, the prioritization of each of the one or more operating commands also ensures that the one or more operating commands are received in the correct order by each of the other components to successfully complete one or more tasks. As yet another example, PCM 102 is configured to alert the operator of the hybrid electric vehicle to any problems with any other component. For example, the alert could be a check engine light or any other type of indication of a problem.

[0025] As a specific example, PCM 102 is also configured to control and / or manage the performance associated with engine module 106. For example, PCM 102 is configured to (e.g., via one or more operating commands) monitor and / or adjust various functions associated with engine module 106, such as, but not limited to, ignition timing, fuel injection, emission control, or combinations thereof. As another example, PCM 102 controls, manages, monitors, and / or adjusts engine module 106 based on one or more sensors (not shown) associated with engine module 106 (e.g., via one or more operating commands). For example, one or more sensors associated with engine module 106 may include an oxygen sensor, a battery voltage sensor, a coolant temperature sensor, or a throttle position sensor. However, it should be understood that one or more sensors associated with engine module 106 may include any other sensors associated with the hybrid operating system 100 and / or the general operation of the hybrid electric vehicle. As an additional example, PCM 102 is also configured to diagnose and / or report any problems (e.g., malfunctions) with engine module 106. For example, a problem may include overheating associated with engine module 106, one or more misfires associated with engine module 106, low oil pressure associated with engine module 106, or a combination thereof. However, it should be understood that a problem may be any malfunction or issue related to the operation of engine module 106. As an example, a report may include alerts to the operator and / or infrastructure systems of the hybrid electric vehicle.

[0026] As another specific example, PCM 102 is also configured to control and / or manage performance associated with transmission module 108. For example, PCM 102 is configured (e.g., via one or more operating commands) to monitor and / or adjust various functions associated with transmission module 108, such as, but not limited to, determining the time required for a successful automatic shift from the current gear to another gear associated with the hybrid electric vehicle. As another example, PCM 102 controls, manages, monitors, and / or adjusts transmission module 108 based on one or more sensors (not shown) associated with transmission module 108 (e.g., via one or more operating commands). For example, one or more sensors associated with transmission module 108 provide data related to throttle position, vehicle speed, revolutions per minute, or combinations thereof. However, it should be understood that one or more sensors associated with transmission module 108 may include any other sensors associated with the hybrid operating system 100 and / or the general operation of the hybrid electric vehicle. As another example, the determination of the time required for a successful automatic shift from the current gear to another gear associated with the hybrid electric vehicle is based on data provided by one or more sensors associated with transmission module 108.

[0027] HPCM 110 is configured to supplement the functionality of PCM 102 by providing additional information about the hybrid electric vehicle's hybrid functionality. As an example, HPCM 110 can be configured to forward one or more operating commands originating from PCM 102 to P2 motor 112. However, it should also be understood that one or more operating commands may also originate from HPCM 110. In one or more embodiments, P2 motor 112 is located between engine module 106 and transmission module 106. However, it should be understood that P2 motor 112 can be located anywhere within the hybrid operating system 100. As an example, P2 motor 112 is configured to achieve electric-only drive by disengaging from engine module 106 via disengagement clutch 114.

[0028] For example, based on one or more operating commands, the P2 motor 112 can disengage the release clutch 114 from the engine module 106 when the electric motor drive mode is activated. As yet another example, the P2 motor 112 can also engage or re-engage the release clutch 114 with the engine module 106 when one or more operating commands include a command signal indicating the initiation of a hybrid drive mode.

[0029] Figure 2This is a flowchart illustrating an exemplary method 200 for controlling the locking time of the disengagement clutch 114 associated with a hybrid electric vehicle in order to optimize when locking occurs. At operation 202, the hybrid electric vehicle may enter a normal operating state. At operation 204, the hybrid electric vehicle operates in a purely electric mode (e.g., without utilizing engine module 106). Upon receiving a request to start engine module 106 (e.g., at operation 206), the theoretical engagement time (e.g., the time when disengagement clutch 114 engages with engine module 106) is calculated at operation 208. In one or more embodiments, the theoretical engagement time is determined by calculating the quotient of the disengagement (K0) clutch slip and its derivative, as follows:

[0030] Connection time 秒 =K0 slip / K0 slip derivative

[0031] For example, the clutch slip is calculated at operation 208. Additionally, the derivative of the clutch slip is also calculated at operation 208. For example, the clutch slip is determined by calculating the difference between the pump wheel speed (e.g., associated with P2 motor 112) and the engine speed (e.g., associated with engine module 106), as follows:

[0032] K0 slip 转 / 秒 = Impeller speed - Engine speed

[0033] It should be understood that the disengagement clutch slip can also be determined by calculating the difference between the engine speed and the pump impeller speed. It should also be understood that while the disengagement clutch slip is calculated based on revolutions per second (revs) as described above, it can also be calculated based on any other unit of measurement. As an example, the disengagement clutch slip can also be calculated based on a target engine speed (e.g., engine module 106) and / or a target motor speed (e.g., P2 motor 112).

[0034] Additionally, various filters and / or offsets can be applied to pump impeller speeds and / or engine speeds. For example, various filters and / or offsets can be applied to pump impeller speeds and / or engine speeds based on historical engagement times (e.g., the time when disengagement clutch 114 engages with engine module 106). As another example, various filters and / or offsets are used when calculating disengagement clutch slip to ensure that the disengagement clutch slip is likely similar to the actual slip rate based on historical engagement times. As another example, various filters and / or offsets are used when calculating disengagement clutch slip based on the slip rate associated with the hybrid electric vehicle and / or other variables such as the temperature of components of the hybrid operating system 100, input parameters associated with engine module 106, or combinations thereof. For example, offsets can be used based on historical engagement times to change the trajectories of conversion rates, distances, pump impeller speeds, and / or engine speeds, such that the trajectory of the actual engagement time may at some point match the trajectory of the theoretical engagement time. As another example, filters are used to reduce any noise introduced into the hybrid operating system 100 to enhance the accuracy associated with calculations relative to engagement time. However, it should be understood that any variables associated with the general operation of the hybrid operating system 100 and / or the hybrid electric vehicle are not included.

[0035] In one or more embodiments, the derivative of the disengagement clutch slip is determined as follows:

[0036]

[0037] As discussed above, the theoretical engagement time is determined based on K0 slip and K0 slip derivative, which ultimately determines the timing at which the disengagement clutch 114 is locked (e.g., the engagement of engine module 106).

[0038] At operation 210, (e.g., via PCM 102 and / or HPCM 110) the calculations associated with the actual engagement time are observed. As an example, the operator of the hybrid electric vehicle can observe the actual engagement time via a user interface. As another example, the actual engagement time can be based on sensor data derived from any component associated with the hybrid operating system 100. In one or more embodiments, the actual engagement time is determined by calculating the quotient of the actual distance of the disengagement clutch slip and the derivative of the disengagement clutch slip, as follows:

[0039]

[0040] For example, a request for the out-of-step motor torque to initiate torque control is sent based on the actual connection time (e.g., from PCM 102 or HPCM 110 to P2 motor 112) to compensate for the difference between the actual and theoretical connection times. More specifically, as an example, a request for the out-of-step motor torque to initiate torque control may be sent based on whether the actual connection time drops below the calibration time associated with the theoretical connection time and / or slip rate convergence. As another example, a request for the out-of-step motor torque to initiate torque control may also be sent based on communication delays (e.g., delays in communication associated with CAN bus 104) and / or response delays (e.g., delays in the engagement of disengagement clutch 114). At operation 212, calculations associated with the actual connection time are further observed (e.g., via PCM 102 and / or HPCM 110). As an example, the operator of the hybrid electric vehicle can observe the actual connection time via a user interface. As another example, the actual connection time may be based on sensor data derived from components associated with the hybrid operating system 100. For example, based on the initiation of torque control at operation 210 (by PCM 102 or HPCM 110), the engine module 106 is switched to torque control.

[0041] At operation 214, the disengagement clutch 114 is reported to be locked. In one or more embodiments, the disengagement clutch 114 is locked based on slip rate convergence and / or compensation for actual engagement time, such that the actual engagement time approaches or reappears within an acceptable range relative to the theoretical engagement time. It should be understood that the acceptable range relative to the theoretical engagement time is based on, for example, corresponding hardware-related characteristics that may vary from vehicle to vehicle. For example, the disengagement clutch 114 may transmit a report to PCM 102 and / or HPCM 110. At operation 216, exemplary method 200 terminates based on whether the hybrid electric vehicle is turned off (e.g., the key is removed from the ignition system associated with the hybrid electric vehicle or the operator engages the start button of the hybrid electric vehicle). If the hybrid electric vehicle is turned off, exemplary method 200 terminates. However, if the hybrid electric vehicle is not turned off, exemplary method 200 is processed again after the next event associated with the locking of the disengagement clutch 114 (e.g., at operation 218) occurs, and at least from the start of operation 204 until the hybrid electric vehicle is turned off.

[0042] In the event that no request is received (e.g., at operation 206), exemplary method 200 is processed again after the next event associated with the locking of disengagement clutch 114 (e.g., at operation 218) occurs, and at least from the start of operation 204 until a request is received (e.g., at operation 206).

[0043] Figure 3 Exemplary graphical representations 300 depict measured or observed operational characteristics that may be used during the execution of operations 202 through 218. For example, graphical representation 302 depicts the progress of the actual engagement time (e.g., at line 304) of engine module 104 as engine module 104 approaches an acceptable range relative to its theoretical engagement time (e.g., at line 306). As another example, graphical representation 308 depicts a request to start or engage engine module 106 relative to an instance where the disengagement clutch 114 is reported to be locked (e.g., at line 312) (e.g., at line 310). As additional examples, graphical representation 314 depicts an instance where a motor torque request is out of sync (e.g., at line 316), an instance where P2 motor 112 responds to a torque request (e.g., at line 318), and an instance where engine module 106 ramps up the torque therein (e.g., at line 320). As another example, graphic representation 322 depicts an instance where the actual connection time associated with engine module 106 has decreased below a predetermined time (e.g., at line 324), and an instance where the actual connection time associated with P2 motor 112 has decreased below a predetermined time (e.g., at line 326). As an example, the predetermined times associated with both the actual connection time associated with engine module 106 and the actual connection time associated with P2 motor 112 depend on the device. For example, the predetermined times associated with both the actual connection time associated with engine module 106 and the actual connection time associated with P2 motor 112 may vary from vehicle to vehicle based on the specific model of the vehicle and / or the size and / or efficiency of the engine and / or motor associated with the specific vehicle.

[0044] As an example, with Figure 3 Each of the lines associated with each element in the graphical representation depicted herein represents data and / or information used by one or more examples to perform the operations described herein. As another example, with... Figure 3 Each of the lines associated with each of the graphical representations depicted herein can be displayed to the operator of the hybrid electric vehicle via a user interface, allowing the operator to observe the progress of at least the exemplary method 200 and / or manipulate the operations described herein.

[0045] Figure 4This is a flowchart illustrating an exemplary method 400 for controlling the locking time of a disengagement clutch (e.g., disengagement clutch 114) associated with a vehicle (e.g., a hybrid electric vehicle), which provides optimized operation in some examples. For example, the vehicle may utilize a hybrid propulsion system (e.g., hybrid operating system 100). However, it should be understood that the vehicle may use any type of propulsion system. At operation 402, a predicted time associated with the completion of engine starting is determined. For example, the determination of the predicted time is based on a request to initiate engine starting. As another example, the determination of the predicted time may include the determination of the slip ratio. As an additional example, the determination of the slip ratio may be based on the pump impeller speed and the engine speed. As yet another example, the determination of the predicted time may also be based on the pump impeller speed and the target engine speed. As yet another example, the determination of the predicted time is also based on dividing the slip ratio by its derivative.

[0046] At operation 404, the engine (e.g., engine module 106) is switched to torque control. For example, the engine is switched to torque control in response to a difference between a calibration period associated with the predicted time and a connection time associated with the engine start-up period. At operation 406, the disengagement clutch is locked. For example, the disengagement clutch is locked in response to the calibration period falling within the range of the connection time associated with the engine start-up period. As an example, the disengagement clutch is locked based on the simultaneous occurrence of the calibration period and the connection time associated with the engine start-up period. At operation 408, a report of the disengagement clutch being locked is transmitted. For example, the report of the disengagement clutch being locked may be transmitted to the PCM (e.g., PCM 102).

[0047] In an exemplary embodiment, a step-out motor torque request is transmitted. For example, the transmission of the step-out motor torque request is based on the difference between a calibration period and a connection time associated with an engine start-up period. As another example, the transmission of the step-out motor torque request is also based on one or more errors. As an additional example, the one or more errors may include the connection time associated with the engine start-up period falling below the calibration period, communication latency, controller area network latency, response latency, or a combination thereof.

[0048] In another exemplary embodiment, the difference between the calibration period and the connection time associated with the engine start-up period is determined. For example, the difference between the calibration period and the connection time associated with the engine start-up period is determined based on one or more errors. In yet another exemplary embodiment, one or more condition-based variables are applied to the pump impeller speed and / or the engine speed. For example, one or more condition-based variables are applied to the pump impeller speed and / or the engine speed based on one or more historical slip rates. As another example, the one or more condition-based variables include filter variables, offset variables, one or more input parameters, or combinations thereof.

[0049] Therefore, one or more examples of this disclosure provide a means for predicting engagement time associated with a disengagement clutch (e.g., disengagement clutch 114) in connection with a hybrid electric vehicle. Additionally, this disclosure provides a means for accurately reporting disengagement clutch lock-up to enhance communication within a hybrid operating system (e.g., hybrid operating system 100) and thus mitigate response latency.

[0050] Unless otherwise expressly indicated herein, all numerical values ​​indicating mechanical / thermal properties, percentage of composition, dimensions and / or tolerances or other characteristics should be understood as being modified by the words “about” or “approximately” when describing the scope of this disclosure. Such modification is desired for various reasons, including: industrial practice; material, manufacturing and assembly tolerances; and testing capabilities.

[0051] As used herein, at least one of the phrases A, B, and C should be interpreted as using the non-exclusive logic "or" to represent logic (A or B or C), and should not be interpreted as meaning "at least one of A, at least one of B, and at least one of C".

[0052] In this application, the terms “controller” and / or “module” may refer to, be part of, or include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed analog / digital discrete circuit; digital, analog, or mixed analog / digital integrated circuit; composable logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the described functionality; or combinations of some or all of the foregoing, such as in a system-on-a-chip.

[0053] The term memory is a subset of the term computer-readable medium. As used herein, the term computer-readable medium does not cover transient electrical or electromagnetic signals propagated through a medium (such as on a carrier wave); therefore, the term computer-readable medium can be considered tangible and non-transient. Non-limiting examples of non-transient tangible computer-readable media include non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog magnetic tape or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0054] The apparatus and methods described in this application can be implemented, in part or in whole, by a dedicated computer created by configuring a general-purpose computer to perform one or more specific functions embodied in a computer program. Function blocks, flowchart components, and other elements described above serve as software specifications that can be translated into computer programs through the routine work of a technician or programmer.

[0055] The description in this disclosure is merely exemplary in nature, and therefore, variations thereof without departing from the spirit and scope of this disclosure are intended to be made within its scope. Such variations should not be considered as departing from the spirit and scope of this disclosure.

[0056] According to the present invention, one or more non-transitory computer-readable media store processor-executable instructions, which, when executed by at least one processor, cause the at least one processor to: determine a predicted time associated with the completion of the engine start based on a request to initiate engine start; switch the engine to torque control in response to a difference between a calibration period associated with the predicted time and a connection time associated with the engine start period; lock the disengagement clutch in response to the calibration period being within the range of the connection time associated with the engine start period, wherein locking the disengagement clutch occurs simultaneously based on the calibration period and the connection time associated with the engine start period; and transmit a report that the disengagement clutch is locked.

[0057] According to an embodiment, at least one processor is also configured to transmit a stepless motor torque request based on the difference between the calibration time period and the connection time associated with the engine start time period, wherein the transmission of the stepless motor request is further based on one or more errors, wherein the one or more errors include the connection time associated with the engine start time period falling below the calibration time period, communication delay, controller area network delay, response delay, or a combination thereof.

[0058] According to an embodiment, at least one processor is also configured to: determine the difference between the calibration time period and the connection time associated with the engine start-up time period based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up time period being outside the calibration time period, communication delay, controller area network delay, response delay, or a combination thereof.

[0059] According to an embodiment, the at least one processor is also configured to: determine the slip ratio based on the pump impeller speed and the engine speed; or determine the slip ratio based on the pump impeller speed and the target engine speed.

[0060] According to an embodiment, the determination of the prediction time is also based on the slip ratio divided by the derivative of the slip ratio.

[0061] According to an embodiment, at least one processor is also configured to apply one or more condition-based variables to the pump wheel speed or the engine speed based on one or more historical slip rates, wherein the one or more condition-based variables include filter variables, offset variables, one or more input parameters, or combinations thereof.

Claims

1. A method comprising: The predicted time associated with the completion of the engine start is determined based on the request to initiate engine start; The engine is switched to torque control in response to the difference between the calibration period associated with the predicted time and the connection time associated with the engine start-up period. The disengagement clutch is locked in response to the calibration period falling within the engagement time associated with the engine start-up period. as well as The system transmits a report that the disengagement clutch is locked.

2. The method of claim 1, further comprising: The out-of-step motor torque request is transmitted based on the difference between the calibration period and the connection time associated with the engine start-up period, wherein the transmission of the out-of-step motor request is also based on one or more errors, and wherein the one or more errors include the connection time associated with the engine start-up period falling below the calibration period, communication delay, controller area network delay, response delay, or a combination thereof.

3. The method of claim 1, wherein locking the disengagement clutch occurs simultaneously based on the calibration time period and the engagement time associated with the engine start time period.

4. The method of claim 1, further comprising: The difference between the calibration time period and the connection time associated with the engine start-up time period is determined based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up time period being outside the calibration time period, communication delay, controller area network delay, response delay, or a combination thereof.

5. The method of claim 1, wherein determining the predicted time associated with the completion of the engine starting further comprises: The slip ratio is determined based on the pump impeller speed and engine speed; or The slip ratio is determined based on the pump impeller speed and the target engine speed.

6. The method of claim 5, wherein the determination of the prediction time is further based on the slip ratio divided by the derivative of the slip ratio.

7. The method of claim 5, further comprising: One or more condition-based variables are applied to the pump wheel speed or the engine speed based on one or more historical slip rates.

8. The method of claim 7, wherein the one or more condition-based variables include filter variables, offset variables, one or more input parameters, or combinations thereof.

9. A system comprising: Vehicle controller, the vehicle controller being configured to: The predicted time associated with the completion of the engine start is determined based on the request to initiate engine start; The engine is switched to torque control in response to the difference between the calibration period associated with the predicted time and the connection time associated with the engine start-up period. The disengagement clutch is locked in response to the calibration period falling within the engagement time associated with the engine start-up period. as well as The system transmits a report that the disengagement clutch is locked.

10. The system of claim 9, wherein the vehicle controller is further configured to: The out-of-step motor torque request is transmitted based on the difference between the calibration period and the connection time associated with the engine start-up period, wherein the transmission of the out-of-step motor request is also based on one or more errors, and wherein the one or more errors include the connection time associated with the engine start-up period falling below the calibration period, communication delay, controller area network delay, response delay, or a combination thereof.

11. The system of claim 9, wherein locking the disengagement clutch occurs simultaneously based on the calibration time period and the engagement time associated with the engine start time period.

12. The system of claim 9, wherein the vehicle controller is further configured to: The difference between the calibration time period and the connection time associated with the engine start-up time period is determined based on one or more errors, wherein the one or more errors include the connection time associated with the engine start-up time period being outside the calibration time period, communication delay, controller area network delay, response delay, or a combination thereof.

13. The system of claim 9, wherein the vehicle controller configured to determine the predicted time associated with the completion of the engine start is further configured to: The slip ratio is determined based on the pump impeller speed and engine speed; or The slip ratio is determined based on the pump impeller speed and the target engine speed.

14. The system of claim 13, wherein the determination of the prediction time is further based on the slip ratio divided by the derivative of the slip ratio.

15. The system of claim 13, wherein the vehicle controller is further configured to: One or more condition-based variables are applied to the pump wheel speed or the engine speed based on one or more historical slip rates, wherein the one or more condition-based variables include filter variables, offset variables, one or more input parameters, or combinations thereof.

Images