Method and system for preparing a vehicle for a performance mode

Abstract

The invention provides a method and a system for preparing a vehicle for a performance mode. Systems and methods are described for adjusting motor torque or power as a function of a position of a human operated input device that is not a driver demand pedal. In one example, the human operated input device may be a button or a joystick. Electrical charge or mechanical torque or power may be generated via the electric machine in response to a position of the human operated input device.

Description

Technical Field

[0001] This specification relates to methods and systems for adjusting the operation of hybrid vehicles in response to human input. Background Technology

[0002] Hybrid vehicles can include both an internal combustion engine and an electric motor. Both the internal combustion engine and the electric motor can operate as propulsion sources. Additionally, the electric motor can operate to generate charge that can be used to recharge the traction battery. The electric motor can switch between charge generation mode and mechanical torque or power generation mode. Hybrid vehicles can receive input from the driver's demand pedal, and depending on the driver's demand determined by the position of the driver's demand pedal, the electric motor can switch between charge generation mode and mechanical torque or power generation mode. However, even if the vehicle may be expected to respond to driver demand input, the vehicle operator may also wish to have additional control over the vehicle.

[0003] It is understood that the above description of the invention is provided to present a series of concepts further described in the detailed embodiments in a simplified form. This is not intended to identify key features of the claimed subject matter, the scope of which is specifically defined by the claims following the detailed embodiments. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Summary of the Invention

[0004] Hybrid vehicles can receive input from humans via a driver demand pedal. The hybrid vehicle's mode can change based on the driver's demand torque or power determined from the position of the driver demand pedal. However, because the driver demand pedal adjusts the driver's demand torque or power based on its position, the adjustment of the actuators based on the driver demand pedal position is not independent of the pedal's position. Therefore, the operation of the vehicle's electric propulsion source is directly related to the position of the driver demand pedal. Consequently, the operation of the vehicle's electric propulsion source may be constrained compared to operating modes that can be entered based on the driver demand pedal position.

[0005] The inventors of this document have recognized the problems mentioned above and have developed a method for operating a hybrid vehicle, the method comprising: receiving input to a controller via a first human-operated input device; receiving input to the controller via a second human-operated input device; adjusting the torque or power demanded by the driver via the controller in response to the output of the first human-operated input device; and adjusting the torque or power of the motor proportionally via the controller and the output of the second human-operated input device.

[0006] By proportionally adjusting the torque or power of the electric motor via a controller and an input device operated by a human (not a driver-initiated pedal), the operational flexibility of the vehicle's powertrain can be increased. This increased powertrain operational flexibility allows for higher battery charging rates compared to situations where the vehicle adjusts its motor operation in response to a single operator input device (such as a driver-initiated pedal). Furthermore, the motor can be controlled to operate in mechanical power or torque mode, or alternatively, in charge generation mode, based on the location of the human-initiated input device. Therefore, the operational flexibility of hybrid vehicles can be increased by including a second human-initiated input device as the basis for adjusting the motor's operation.

[0007] This specification offers several advantages. In particular, the method increases vehicle handling flexibility by allowing the motor to operate in different modes depending on the position of the input device that is not a driver-demanded pedal. Furthermore, the method allows the user to increase the charging of the vehicle's traction battery, enabling higher vehicle performance compared to situations with a low battery state of charge. Additionally, the method can decouple motor operation from the driver-demanded pedal position at least during certain conditions, allowing the motor to be controlled independently of the driver's torque or power demands, thus providing additional drivetrain control flexibility.

[0008] The above and other advantages and features of this specification will become readily apparent when understood alone or in conjunction with the accompanying drawings, based on the following detailed description. Attached Figure Description

[0009] The advantages described herein will be more fully understood when read, either alone or with reference to the accompanying drawings, by reading examples of embodiments referred to herein as detailed embodiments, in which: Figure 1 This is a schematic diagram of an engine; Figure 2 It is a schematic diagram of a vehicle and its transmission system; Figure 3 An example vehicle operation sequence is shown, in which a hybrid vehicle responds to the position of a human-operated input device; Figure 4 An example method for controlling the operation of a hybrid vehicle in response to input devices from two different human operations is shown; and Figures 5 to 10 An example is shown for adjusting the actuator based on human input to the input device operated by humans. Detailed Implementation

[0010] This specification relates to controlling the operation of a hybrid vehicle in response to two human-operated input devices. The first of the two human-operated input devices is a driver demand pedal, and the second human-operated input device may be a joystick, a button, or other device configured to receive input from a human hand. The second human-operated input device may provide independent control of one or more actuators in a vehicle performance-enhancing mode. Figure 1 The type of engine shown can be part of a hybrid vehicle. The engine can be, for example... Figure 2 This is part of the hybrid vehicle shown, or alternatively, part of a different hybrid vehicle configuration. Figure 3 The text shows the data based on... Figure 4 Example vehicle operation sequences for the method. Figure 4 A flowchart is shown for a method of operating a hybrid vehicle that includes two human-operated input devices. Figures 5 to 10 Examples are shown of how various actuators can be adjusted in response to human input to a second human-operated input device.

[0011] refer to Figure 1 Internal combustion engine 10 (including multiple cylinders, Figure 1 One of the cylinders shown is controlled by an electronic engine controller 12. Controller 12... Figure 1 and Figure 2 The various sensors shown receive signals. The controller employs... Figure 1 and Figure 2 The actuator shown adjusts the operation of the engine and transmission or powertrain based on the received signals and instructions stored in the memory of the controller 12.

[0012] Engine 10 comprises a cylinder head 35 and a cylinder block 33, the cylinder head and cylinder block including a combustion chamber 30 and cylinder walls 32. A piston 36 is positioned therein and reciprocates via a connection to a crankshaft 40. A flywheel 97 and a ring gear 99 are coupled to the crankshaft 40. An optional starter 96 (e.g., a low-voltage (operating at less than 30 volts) motor) includes a pinion shaft 98 and a pinion 95. The pinion shaft 98 allows the pinion 95 to selectively advance to engage the ring gear 99. The optional starter 96 can be mounted directly to the front or rear of the engine. In some examples, the starter 96 can selectively supply power to the crankshaft 40 via a chain. Additionally, when the starter 96 is not engaged with the engine crankshaft 40 and the flywheel ring gear 99, the starter is in a basic state. The starter 96 may be referred to as a flywheel starter.

[0013] Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via corresponding intake valve 52 and exhaust valve 54. Each intake and exhaust valve can be operated by intake cam 51 and exhaust cam 53. The position of intake cam 51 can be determined by intake cam sensor 55. The position of exhaust cam 53 can be determined by exhaust cam sensor 57. Intake valve 52 can be selectively activated and deactivated by valve actuation device 59. Exhaust valve 54 can be selectively activated and deactivated by valve actuation device 58. Valve actuation devices 58 and 59 can be electromechanical devices.

[0014] A direct fuel injector 66 is shown positioned to inject fuel directly into the combustion chamber 30, which is referred to as direct injection by those skilled in the art. An intake fuel injector 67 is shown positioned to inject fuel into the intake manifold of the combustion chamber 30, which is referred to as intake injection by those skilled in the art. Fuel injectors 66 and 67 deliver liquid fuel in proportion to the pulse width provided by controller 12. Fuel is delivered to fuel injectors 66 and 67 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail (not shown).

[0015] Additionally, intake manifold 44 is shown communicating with turbocharger compressor 162 and engine intake port 42. In other examples, compressor 162 may be a supercharger compressor. Shaft 161 mechanically connects turbocharger turbine 164 to turbocharger compressor 162. Optional electronic throttle 62 adjusts the position of throttle plate 64 to control airflow from compressor 162 to intake manifold 44. Since the inlet of throttle 62 is within boost chamber 45, the pressure in boost chamber 45 may be referred to as throttle inlet pressure. Throttle outlet is in intake manifold 44. In some examples, throttle 62 and throttle plate 64 may be positioned between intake valve 52 and intake manifold 44, such that throttle 62 is an intake manifold throttle. Compressor recirculation valve 47 may be selectively adjustable to multiple positions between fully open and fully closed. The exhaust valve 163 can be adjusted via controller 12 to allow exhaust gas to selectively bypass turbine 164, thereby controlling the speed of compressor 162. Air filter 43 cleans the air entering engine intake 42.

[0016] The distributorless ignition system 88 responds to the controller 12 by providing an ignition spark to the combustion chamber 30 via the spark plug 92. A universal exhaust oxygen (UEGO) sensor 126 is shown coupled upstream of the three-way catalytic converter 70 to the exhaust manifold 48. Alternatively, a dual-state exhaust oxygen sensor may replace the UEGO sensor 126.

[0017] In one example, catalyst 70 may include multiple bricks and a three-way catalyst coating. In another example, multiple emission control devices, each having multiple bricks, may be used.

[0018] Controller 12 in Figure 1 The computer shown is a conventional microcomputer, which includes: a microprocessor unit 102, an input / output port 104, a read-only memory 106 (e.g., non-transitory memory), a random access memory 108, a keep-alive memory 110, and a conventional data bus. The controller 12 is shown to receive various signals from sensors coupled to the engine 10 in addition to those previously discussed, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; position sensor 134 coupled to driver demand pedal 130 (e.g., a human-operated input device) for sensing forces applied by human driver 132; position brake pedal position sensor 154 coupled to brake caliper pedal 150 (e.g., a human / machine interface) for sensing forces applied by human driver 132; engine manifold pressure (MAP) measurement from pressure sensor 122 coupled to intake manifold 44; engine position sensor from engine position sensor 118 sensing crankshaft 40 position; air mass measurement from sensor 120 entering the engine; and throttle position measurement from sensor 68. Atmospheric pressure (sensor not shown) may also be sensed for processing by the controller 12. In a preferred aspect of this specification, the engine position sensor 118 generates a predetermined number of equidistant pulses for each revolution of the crankshaft, thereby determining the engine speed (RPM).

[0019] The controller 12 can also receive input from the human / machine interface 11. Requests to start or stop the engine or vehicle can be generated via human input to the human / machine interface 11. The human / machine interface 11 can be a touchscreen display, buttons, push-button switches, or other known devices. The controller 12 can also receive navigation and GPS data (e.g., the location of traffic lights, signs, roads, etc.) from the GPS receiver / navigation system 2. The controller 12 can interface with other vehicles to receive traffic data (e.g., the location of other vehicles, traffic flow, etc.) from the networked vehicle interface 3.

[0020] During operation, each cylinder within engine 10 typically undergoes a four-stroke cycle: this cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, generally, the exhaust valve 54 is closed and the intake valve 52 is open. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder to increase the volume within combustion chamber 30. The position of piston 36 near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its maximum volume) is generally referred to by those skilled in the art as bottom dead center (BDC).

[0021] During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30 is at its minimum volume) is commonly referred to by those skilled in the art as top dead center (TDC). Fuel is introduced into the combustion chamber during what is hereinafter referred to as injection. The injected fuel is ignited by a known ignition device, such as spark plug 92, resulting in combustion.

[0022] During the expansion stroke, the expanding gas pushes piston 36 back to the BDC. Crankshaft 40 converts the piston movement into rotational power for the rotating shaft. Finally, during the exhaust stroke, exhaust valve 54 opens to release the combusted air-fuel mixture into exhaust manifold 48, and piston returns to the TDC. It should be noted that the above is merely illustrative, and the opening and / or closing timing of the intake and exhaust valves can vary, such as to provide positive or negative valve overlap, delayed intake valve closing, or various other examples.

[0023] Figure 2 It is a block diagram of a vehicle 225 including a powertrain or transmission system 200. Figure 2 The transmission system includes Figure 1 The engine 10 is shown in the diagram. The drivetrain 200 is shown as including a vehicle system controller 255, an engine controller 12, an electric motor controller 252, a transmission controller 254, an energy storage device controller 253, and a brake caliper controller 250. The controllers can communicate via a controller area network (CAN) 299. Each of the controllers can provide information to the other controllers, such as power output thresholds that must not be exceeded (e.g., controlled power output limits for devices or components), power input thresholds (e.g., controlled power input limits for devices or components), controlled power output of the device, sensor and actuator data, and diagnostic information (e.g., information about a deteriorated transmission, a deteriorated engine, a deteriorated electric motor, and a deteriorated brake caliper). In addition, the vehicle system controller 255 can provide commands to the engine controller 12, the electric motor controller 252, the transmission controller 254, the brake caliper controller 250, the suspension actuator 273, the aerodynamic actuator 230, and the human-operated input device 276 to fulfill human driver input requests and other requests based on vehicle operating conditions.

[0024] For example, in response to the driver releasing the driver demand pedal and the vehicle speed, the vehicle system controller 255 can request desired wheel power or wheel power levels to provide a desired rate of vehicle speed reduction. The requested desired wheel power can be provided by the vehicle system controller 255 requesting a first deceleration power from the motor controller 252 and a second deceleration power from the engine controller 12, the first and second powers providing the desired drivetrain deceleration power at the vehicle wheels 216. The vehicle system controller 255 can also request friction brake caliper power via the brake caliper controller 250. Deceleration and brake caliper power can be referred to as negative power because they reduce the rotational speed of the drivetrain and wheels. Positive power can maintain or increase the rotational speed of the drivetrain and wheels.

[0025] In other examples, the division of the control drive system can be based on... Figure 2 The different methods of division shown are illustrated. For example, a single controller may replace the vehicle system controller 255, engine controller 12, motor controller 252, transmission controller 254, and brake caliper controller 250. Alternatively, the vehicle system controller 255 and engine controller 12 may be a single unit, while the motor controller 252, transmission controller 254, and brake caliper controller 250 may be independent controllers.

[0026] In this example, the drivetrain 200 can be powered by the engine 10 and the ISG 240 (electric motor). The engine 10 can be powered by... Figure 1 The engine starting system shown may be started via a drivetrain integrated starter / generator (ISG) 240, also known as an integrated starter / generator. The drivetrain ISG 240 (e.g., a high-voltage (operating at greater than 30 volts) motor) may also be referred to as an electric motor, generator, and / or generator. Furthermore, the power of the engine 10 may be adjusted via power actuators 204, such as fuel injectors and throttle valves.

[0027] When charging the higher-voltage energy storage device 262 (e.g., a traction battery), the ISG 240 can provide negative torque to the drivetrain 200, which consumes mechanical power. The ISG 240 can also provide positive torque to generate mechanical power to rotate the drivetrain 200 via the energy supplied by the higher-voltage energy storage device 262. In one example, the higher-voltage energy storage device 262 can output a higher voltage (e.g., 48 volts) than the energy storage device 263 (e.g., 12 volts). The DC / DC converter 245 can allow the exchange of electrical energy between the high-voltage bus 291 and the low-voltage bus 292. The high-voltage bus 291 is electrically connected to the higher-voltage energy storage device 262. The low-voltage bus 292 is electrically connected to the lower-voltage energy storage device 263 and sensors / actuators / accessories 279. Electrical accessories 279 may include, but are not limited to, windshield and rear windshield resistance heaters, a vacuum pump, a climate control fan, and lights. Inverter 247 converts DC power to AC power and vice versa, so that power can be transferred between ISG 240 and higher voltage energy storage device 262.

[0028] Engine output power can be transmitted via dual-mass flywheel 215 to the input or first side of drivetrain release clutch 235. Release clutch 236 can be electrically or hydraulically actuated. The downstream or second side 234 of release clutch 236 is shown as mechanically coupled to ISG input shaft 237.

[0029] ISG 240 can be operated to provide power to drivetrain 200, or in regenerative mode to convert drivetrain power into electrical energy for storage in higher voltage energy storage device 262. ISG 240 is electrically connected to higher voltage energy storage device 262. ISG 240 has a higher voltage than... Figure 1 The starter 96 shown has a higher output power capacity. Furthermore, the ISG 240 directly drives or is directly driven by the drivetrain 200. There are no gears or chains connecting the ISG 240 to the drivetrain 200. More precisely, the ISG 240 rotates at the same rate as the drivetrain 200. The higher voltage energy storage device 262 may be a battery, capacitor, or inductor. The downstream side of the ISG 240 is mechanically connected via shaft 241 to the pump wheel 285 of the torque converter 206. The upstream side of the ISG 240 is mechanically connected to the disengagement clutch 236. The ISG 240 can provide positive or negative power to the drivetrain 200 by acting as a motor or generator as instructed by the motor controller 252.

[0030] Torque converter 206 includes turbine 286 to output power to input shaft 270. Input shaft 270 mechanically connects torque converter 206 to automatic transmission 208. Torque converter 206 also includes torque converter bypass lock-up clutch 212 (TCC). When TCC is locked, power is transmitted directly from pump wheel 285 to turbine 286. TCC is electrically operated by controller 254. Alternatively, TCC can be hydraulically locked. In one example, the torque converter may be referred to as a component of the transmission.

[0031] When the torque converter bypass lock-up clutch 212 is fully disengaged, the torque converter 206 transmits engine power to the automatic transmission 208 via fluid transfer between the torque converter turbine 286 and the torque converter pump impeller 285, thereby doubling the torque. Conversely, when the torque converter bypass lock-up clutch 212 is fully engaged, engine output power is transmitted directly to the input shaft 270 of the transmission 208 via the torque converter clutch. Alternatively, the torque converter bypass lock-up clutch 212 may be partially engaged, thereby adjusting the amount of power transmitted directly to the transmission. The transmission controller 254 may be configured to adjust the amount of power transmitted by the torque converter lock-up clutch 212 in response to various engine operating conditions or based on driver-based engine operation requests.

[0032] The torque converter 206 also includes a pump 283 that pressurizes fluid to operate the disengagement clutch 236, the forward clutch 210, and the gear clutch 211. The pump 283 is driven via a pump wheel 285 that rotates at the same speed as the ISG 240.

[0033] Automatic transmission 208 includes a gear position clutch (e.g., gears 1 through 10) 211 and a forward clutch 210. Automatic transmission 208 is a fixed-ratio transmission. Alternatively, transmission 208 may be a continuously variable transmission (CVT) capable of simulating both a fixed-ratio transmission and a fixed-ratio transmission. Gear position clutch 211 and forward clutch 210 can be selectively engaged to change the ratio of the actual total revolutions of the input shaft 270 to the actual total revolutions of the wheels 216. Gear position clutch 211 can be engaged or disengaged by adjusting the fluid supplied to the clutch via shift control solenoid valve 209. Power output from automatic transmission 208 can also be relayed to wheels 216 via output shaft 260 to propel the vehicle. Specifically, automatic transmission 208 can transmit input drive power at input shaft 270 in response to vehicle travel conditions before transmitting output drive power to wheels 216. Transmission controller 254 selectively engages or disengages torque converter bypass lock-up clutch 212, gear position clutch 211, and forward clutch 210. The transmission controller also selectively disables or disengages the torque converter bypass lock-up clutch 212, the gear clutch 211, and the forward clutch 210.

[0034] Friction can be applied to wheel 216 by engaging friction wheel brake caliper 218. In one example, friction wheel brake caliper 218 can engage in response to a human driver pressing their foot on the brake pedal (not shown) and / or in response to a command within brake caliper controller 250. Furthermore, brake caliper controller 250 can engage brake caliper 218 in response to information and / or requests from vehicle system controller 255. Similarly, friction on wheel 216 can be reduced by disengaging wheel brake caliper 218 in response to a human driver releasing their foot from the brake pedal, brake caliper controller command and / or vehicle system controller command and / or information. For example, as part of an automated vehicle stopping procedure, vehicle brake calipers can apply friction to wheel 216 via controller 250. Vehicle deceleration torque can be determined based on brake caliper pedal position.

[0035] In response to a request to increase the speed of vehicle 225, the vehicle system controller may obtain a driver demand power or power request from the driver demand pedal or other device. The vehicle system controller 255 then allocates a portion of the requested driver demand power to the engine and the remainder to the ISG. The vehicle system controller 255 requests engine power from engine controller 12 and ISG power from motor controller 252. If the ISG power plus engine power is less than a transmission input power threshold (e.g., a threshold that must not be exceeded), power is delivered to torque converter 206, which then relays at least a portion of the requested power to transmission input shaft 270. Transmission controller 254 selectively locks the torque converter lock-up bypass clutch 212 and engages a gear via gear clutch 211 in response to a shift schedule and TCC lock-up schedule that may be based on input shaft power and vehicle speed. In some situations, when it may be desirable to charge the higher voltage energy storage device 262, charging power may be requested even when non-zero driver demand power is present (e.g., negative ISG power, where the ISG consumes mechanical power from the drivetrain). The vehicle system controller 255 can request increased engine power to overcome charging power and meet the driver's power requirements.

[0036] In response to a request to reduce the speed of vehicle 225 and provide regenerative vehicle deceleration, the vehicle system controller may provide negative desired wheel power (e.g., desired or requested drivetrain wheel power) based on vehicle speed and brake caliper pedal position. The vehicle system controller 255 then allocates a portion of the negative desired wheel power to the ISG 240 and engine 10. The vehicle system controller may also allocate a portion of the requested vehicle deceleration power to the friction brake caliper 218 (e.g., desired friction brake caliper wheel power). Furthermore, the vehicle system controller may notify the transmission controller 254 that the vehicle is in regenerative vehicle deceleration mode, causing the transmission controller 254 to shift gears 211 based on a specific shift plan to improve regeneration efficiency. Engine 10 and ISG 240 may supply negative power (consuming mechanical power from the drivetrain) to the transmission input shaft 270, but the negative power provided by ISG 240 and engine 10 may be constrained by the transmission controller 254, which outputs a transmission input shaft negative power threshold (e.g., a threshold that must not be exceeded). Furthermore, the vehicle system controller 255 or the motor controller 252 may constrain the negative power of the ISG 240 (e.g., constrain it to less than a threshold negative threshold power) based on the operating conditions of the higher voltage energy storage device 262. Any portion of the desired negative wheel power that may not be provided by the ISG 240 due to transmission or ISG constraints may be allocated to the engine 10 and / or the friction brake caliper 218, such that the desired wheel power is provided through a combination of the negative power (e.g., mechanical power absorbed from the drivetrain) via the friction brake caliper 218, the engine 10, and the ISG 240.

[0037] The cooling of the engine 10, ISG 240, and higher voltage energy storage device 262 can be controlled via one or more of the controllers mentioned herein. For example, the vehicle system controller 255 can command an increase or decrease in the coolant flow to the engine 10 by adjusting the position of the engine coolant flow control valve 10b or the speed of the engine coolant pump 10a. The engine coolant can be cooled via the engine heat exchanger 10c. Additionally, the vehicle system controller 255 can command an increase or decrease in the coolant flow to the ISG 240 by adjusting the position of the ISG coolant flow control valve 240b or the speed of the ISG coolant pump 240a. The ISG coolant can be cooled via the ISG heat exchanger 240c. Furthermore, the vehicle system controller 255 can command an increase or decrease in the coolant flow to the higher voltage energy storage device 262 by adjusting the position of the battery coolant flow control valve 262b or the speed of the battery coolant pump 262a. The battery coolant can be cooled via the battery heat exchanger 262c. In one example, the vehicle system controller 255 can adjust the coolant flow to the ISG 240, engine 10, and / or higher voltage energy storage device via the aforementioned coolant flow control valve and pump speed, based on the position of the human-operated input device 276. The human-operated input device 276 includes a joystick 276a, which returns to a central position when there is no human input. The joystick 276a... Figure 2 The joystick 276a is shown in its central position. It can be moved to the left, as indicated by the dashed line and the "-" symbol, to request a negative or reduced output from the device. It can also be moved to the right, as indicated by the dashed line and the "+" symbol, to request a positive or increased output from the device. While this example shows the human-operated input device 276 as a joystick-operated device, in other examples, the human-operated input device 276 may take the form of a button or other known type of input device.

[0038] One or more of the controllers described herein can also adjust the position of the aerodynamic actuator 230 to adjust the position of the aerodynamic control device 231 (e.g., wing, shield, dam, etc.). Furthermore, one or more controllers described herein can adjust the operation and / or position of the suspension actuator 273 (e.g., shock absorber, spring, etc.) to adjust the operation and / or position of one or more vehicle suspension components 214. For example, the vehicle system controller 255 can adjust the position or operation of the aerodynamic actuator and / or suspension actuator 273 in response to the position of a human-operated input device 276.

[0039] Therefore, power control of various transmission components can be supervised by vehicle system controller 255, which provides partial power control of engine 10, transmission 208, ISG 240 and brake caliper 218 via engine controller 12, motor controller 252, transmission controller 254 and brake caliper controller 250.

[0040] As an example, engine power output can be controlled by controlling the throttle opening and / or valve timing, valve lift, and boost adjustment spark timing, fuel pulse width, fuel pulse timing, and / or air charging combination of a turbocharged or supercharged engine. In the case of a diesel engine, controller 12 can control engine power output by controlling a combination of fuel pulse width, fuel pulse timing, and air charging. Engine deceleration power or negative engine power can be provided by rotating the engine when the power generated by the engine is insufficient to rotate it. Therefore, the engine can generate vehicle deceleration power by operating at low power while burning fuel, where one or more cylinders are deactivated (e.g., no fuel is burned), or where all cylinders are deactivated and the engine is rotated simultaneously. The amount of engine deceleration power can be adjusted by adjusting the engine valve timing. Engine valve timing can be adjusted to increase or decrease engine compression work. In addition, engine valve timing can be adjusted to increase or decrease engine expansion work. In all cases, engine control can be performed cylinder-by-cylinder to control engine power output.

[0041] The motor controller 252 can control the power output and electrical energy generation from the ISG 240 by adjusting the current flowing into and out of the field windings and / or armature windings of the ISG, as is known in the art.

[0042] The transmission controller 254 receives the transmission input shaft position via position sensor 271. The transmission controller 254 can convert the transmission input shaft position into an input shaft speed by differentiating the signal from position sensor 271 or by counting a number of known angular distance pulses within a predetermined time interval. The transmission controller 254 can receive the transmission output shaft torque from torque sensor 272. Alternatively, sensor 272 can be a position sensor or a torque and position sensor. If sensor 272 is a position sensor, the controller 254 can count shaft position pulses within 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 rate of change of the transmission output shaft speed. The transmission controller 254, engine controller 12, and vehicle system controller 255 can also receive additional transmission information from sensor 277, which may include, but is not limited to, a pump output line pressure sensor, a transmission hydraulic sensor (e.g., a gear clutch fluid pressure sensor), an ISG temperature sensor, a shift lever sensor, and an ambient temperature sensor. The transmission controller 254 may also receive a requested gear input from the shift selector 290 (e.g., a human / machine interface device). The shift selector 290 may include positions for gears 1 to N (where N is the number of higher gears), D (drive), and P (park).

[0043] The brake caliper controller 250 receives wheel speed information via wheel speed sensor 221 and receives vehicle deceleration requests from vehicle system controller 255. The brake caliper controller 250 can also receive information directly or via CAN 299 from... Figure 1 The brake caliper pedal position sensor 154 shown receives brake caliper pedal position information. The brake caliper controller 250 can provide vehicle deceleration in response to wheel power commands from the vehicle system controller 255. The brake caliper controller 250 can also provide anti-lock braking and vehicle stability deceleration to control vehicle deceleration and stability. To this end, the brake caliper controller 250 can provide the vehicle system controller 255 with wheel power thresholds (e.g., a threshold of negative wheel power that must not be exceeded) such that negative ISG power does not cause the wheel power threshold to be exceeded. For example, if the controller 250 issues a negative wheel power threshold of 50 Nm, the ISG power is adjusted to provide less than 50 Nm (e.g., 49 Nm) of negative power at the wheel, taking into account transmission gearing.

[0044] therefore, Figure 1 and Figure 2The system provides a system comprising: a driver demand pedal; a human-operated input device; an internal combustion engine; an electric motor; and one or more controllers, the one or more controllers including executable instructions stored in a non-transitory memory, the executable instructions causing the one or more controllers to directly adjust the operation of the electric motor in response to the output of the human-operated input device (e.g., the controller commands the motor, which may include commanding an inverter), and to adjust the operation of the internal combustion engine in response to the position of the driver demand pedal to generate driver-demanded torque or power delivered to the wheels of the vehicle. In a first example, the system includes: wherein adjusting the operation of the electric motor includes adjusting the operating mode of the electric motor. In a second example that may include the first example, the system includes: wherein the operating mode is selected from a torque or power generation mode and a charge generation mode. In a third example that may include one or both of the first and second examples, the system includes: wherein adjusting the operation of the electric motor includes adjusting the output of the electric motor proportionally to the position of the human-operated input device. In a fourth example that may include one or more of the first to third examples, the system further includes additional instructions for further adjusting the operation of the internal combustion engine based on the torque or power generated via the electric motor. In a fifth example, which may include one or more of the first to fourth examples, the system includes: wherein directly adjusting the motor in response to the output of the human-operated input device includes the controller commanding the motor torque to increase the charging of the traction battery as the human-operated device is moved away from its base position. In a sixth example, which may include one or more of the first to fifth examples, the system includes: wherein adjusting the internal combustion engine includes adjusting the torque or power output of the internal combustion engine to produce the torque or power required by the driver and the amount of power consumed via the motor.

[0045] Now for reference Figure 3 It shows that according to Figure 4 Methods and Figure 1 and Figure 2 The predictive operation sequence of the system. Figure 3 The sequence can be transmitted via Figure 1 and Figure 2 The system and Figure 4 The method is used in conjunction with other methods to provide this. Figure 3 The graph is aligned with time. The vertical lines at times t0 to t9 represent the relevant time during the sequence.

[0046] since Figure 3The first curve at the top is a graph of the position of the human-operated input device relative to time. The vertical axis represents the position of the human-operated input device, and at the level of the horizontal axis, the input to the human-operated input device is zero. The input to the human-operated input device increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 302 represents the value of the input to the human-operated input device.

[0047] since Figure 3 The second graph from the top is a graph of driver torque demand request relative to time. The vertical axis represents the value of the driver torque demand request, and the value of the driver torque demand request increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 304 represents the value of the driver torque demand request.

[0048] since Figure 3 The third curve from the top is a graph of engine torque versus time. The vertical axis represents the value of engine torque, and engine torque increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 306 represents the value of engine torque.

[0049] since Figure 3 The fourth curve from the top is a graph of motor torque versus time. The vertical axis represents the value of the motor torque, and the value of the motor torque increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 308 represents the value of the motor torque.

[0050] since Figure 3 The fifth curve from the top is a graph of the suspension actuator position relative to time. The vertical axis represents the value of the suspension actuator position, and the suspension actuator position increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 310 represents the value of the suspension actuator position.

[0051] since Figure 3 The sixth curve from the top is a graph of the aerodynamic actuator position relative to time. The vertical axis represents the value of the aerodynamic actuator position, and the aerodynamic actuator position increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 312 represents the value of the aerodynamic actuator position.

[0052] At time t0, there is no input to the human-operated input device, and the driver's torque demand is zero. Additionally, the engine torque is zero, and the electric motor torque is zero. The suspension actuators are in their basic positions, and the aerodynamic actuators are in their basic positions. This situation may exist when the hybrid vehicle is stopped.

[0053] At time t1, a human operator (not shown) adjusts the position of the human-operated input device so that it moves to a partially activated position (e.g., 10% of full scale). Driver demand remains zero, and engine torque output increases to provide the torque consumed via the electric motor. The electric motor torque is negative to indicate that the motor is consuming mechanical power from the drivetrain to generate charge to charge the traction battery. The electric motor torque has been adjusted proportionally to the position of the human-operated input device. Similarly, the positions of the suspension actuators and aerodynamic actuators are adjusted proportionally to the position of the human-operated input device.

[0054] At time t2, the human operator (not shown) readjusts the position of the human-operated input device so that at time t3, the human-operated input device moves to a fully applied (e.g., 100% full scale) position. Driver demand remains zero, and engine torque output begins to increase further to provide the torque consumed via the electric motor. The electric motor remains in charge-generating mode, where it charges the traction battery. The magnitude of the motor torque increases in the negative direction. The motor torque has been adjusted proportionally to the position of the human-operated input device, and the motor charges the traction battery at a higher rate. Similarly, the suspension actuator and aerodynamic actuator positions are readjusted proportionally to the position of the human-operated input device. At time t3, the engine torque, electric motor torque, suspension actuator position, and aerodynamic actuator position reach their positions based on the position of the human-operated input device.

[0055] At time t4, when the human-operated input is fully applied, the driver's torque demand increases. Engine torque begins to increase, delivering the driver's torque demand to the vehicle wheels via the drivetrain, while the electric motor consumes torque from the drivetrain to charge the traction battery, depending on the position of the human-operated input. Engine torque increases at the same rate as the driver's torque demand. The electric motor torque remains constant and follows the human-operated input position, keeping the traction battery at a higher charging level. This allows the traction battery to reach full charge in a shorter amount of time, ensuring maximum torque is available from the electric motor if the driver's torque demand reaches a higher level. Similarly, the suspension actuators and aerodynamic actuators continue to follow the human-operated input position.

[0056] At time t5, when the fully human-operated input device is applied, the driver's torque demand increases at a higher rate. Engine torque begins to increase at a higher rate and reaches a level where the electric motor torque begins to decrease, allowing the driver's torque demand to be delivered from the engine to the vehicle wheels via the drivetrain. The suspension actuators and aerodynamic actuators continue to follow the position of the human-operated input device.

[0057] At time t6, the driver's torque demand reaches its maximum value. In response to this demand, the engine torque output reaches its maximum value, and the electric motor torque output reaches its maximum torque. Therefore, the combined torque from the engine and motor delivers the driver's torque demand. However, because the driver's torque demand is high, charging of the traction battery stops after the motor torque intersects the horizontal axis. The suspension actuators and aerodynamic actuators continue to follow the position of the human-operated input devices.

[0058] At time t7, the driver's torque demand begins to decrease. This causes a decrease in both engine and motor torque, resulting in the sum of the engine and motor torques producing the driver's required torque from the drivetrain. The position of the human-operated input device remains unchanged. The suspension actuators and aerodynamic actuators continue to follow the position of the human-operated input device.

[0059] At time t8, the driver's torque demand reaches zero, and the position of the human-operated input device begins to decrease. At this point, the motor torque is now negative, and the traction battery is charging. Decreasing the position of the human-operated input device causes the magnitude of the motor torque to decrease, and the engine torque continues to decrease. The torque delivered to the wheels is zero because the motor is consuming all the torque generated via the engine. The suspension actuator position begins to decrease, and the aerodynamic actuator position begins to decrease.

[0060] At time t9, the driver's torque demand is zero, and the position of the human-operated input device reaches zero. Therefore, the motor torque is now zero, and the engine delivers zero driver-demand torque to the drivetrain. The suspension actuator position and the aerodynamic actuator position reach their basic positions.

[0061] In this way, the suspension actuators and aerodynamic actuators can be adjusted based on the position of the human-operated input device. Furthermore, the motor torque or charge output can be adjusted based on the position of the human-operated input device. The engine output is adjusted to meet the driver's needs. Therefore, for at least a portion of the driver's requested needs, the engine torque or power is adjusted independently of the motor torque. Furthermore, for at least a portion of the driver's requested needs, the motor charging capacity is adjusted independently of the driver's requested torque.

[0062] Turn now Figure 4The flowchart shows a method for preventing and deprecating automatic engine shutdown. Figure 4 The method can be incorporated into Figures 1 to 2 And collaborate with it within the system. Furthermore, Figure 4 At least a portion of the method can be incorporated as executable instructions stored in non-transitory memory, while other portions of the method can be executed by a controller that changes the operating state of devices and actuators in the physical world.

[0063] At 402, method 400 determines the vehicle operating condition. The vehicle operating condition can be determined based on the outputs of various sensors and actuators from the vehicle, as well as lookup values ​​in functions or data tables stored in the controller memory. The vehicle operating condition may include, but is not limited to, engine on / off state, vehicle speed threshold, position of human-operated input devices, driver-demanded torque, transmission operating state (e.g., engaged drive, engaged reverse, engaged neutral, etc.), ambient air temperature, vehicle speed, atmospheric pressure, and traction battery state of charge. Method 400 proceeds to 404.

[0064] At 404, method 400 determines the human-operated input device (e.g., Figure 2 276) Is input being received from a human? In one example, when the human-operated input device is not in its basic position, method 400 determines whether human input is being received from the human-operated input device. If method 400 determines that input is being received from the human-operated input device, the answer is yes, and method 400 proceeds to 406. Otherwise, the answer is no, and method 400 proceeds to 430.

[0065] At 406, method 400 determines whether a human-operated input device allows bidirectional input and may include the center position of the base. Figure 2 Element 276 illustrates an example of such a human-operated input device. The human-operated input device may have an output proportional to the position of the human-operated input device. For example, the human-operated input device may output voltage, current, or numerical value proportional to the position of a joystick or button on the human-operated input device. In one example, the configuration of the human-operated input device is stored in the controller memory. If method 400 determines that the human-operated input device allows bidirectional input, the answer is yes, and method 400 proceeds to 407. Otherwise, the answer is no, and method 400 proceeds to 408.

[0066] At 407, method 400 adjusts the torque or power output of the motor (e.g., 240) proportionally to the position of the two-way human-operated input device. Additionally, the operating mode of the motor can be adjusted in response to the position of the two-way human-operated input device. For example, if Figure 2When the joystick of the human-operated input device 276 is moved to the left (-), the electric mode operates in generator mode, where the electric mode generates charge to charge the traction battery. On the other hand, if Figure 2 When the human-operated input device 276 moves to the right (+), the motor operates in motor mode, enabling it to provide torque to propel the vehicle. Furthermore, the motor output can be adjusted proportionally to the position of the human-operated input device. For example, if the human-operated input device moves to the right to a position representing 25% of its range, the motor can be commanded to generate 25 Newton-meters. However, if the same human-operated input device moves to the right to a position representing 100% of its range, the motor can be commanded to generate 100 Newton-meters. Moreover, the motor output can be adjusted independently of the driver's desired pedal position and according to the position of the human-operated input device. Figure 5 An example is shown of how the motor output can be adjusted in response to human input to a human-operated input device. Method 400 can also adjust the motor output based on the battery state of charge. Method 400 proceeds to 410.

[0067] At 408, method 400 adjusts the charging rate of the traction battery and / or the output of the motor to charge the traction battery proportionally to the input to the human-operated input device. Furthermore, method 400 adjusts the motor output based on the battery's state of charge. In one example, method 400 may increase the charging rate of the traction battery and increase the charge output or current flow from the motor as the position of the human-operated input device increases or moves away from its base position, thereby charging the traction battery. Figure 6 An example is shown of how the charging rate of the traction battery or the output of the motor can be increased in response to the position of a human-operated input device. Methods 400 proceed to 410.

[0068] At 410, method 400 adjusts the transmission shift schedule based on the location of the human-operated input device. In one example, the transmission shift schedule can increase the actual total number of transmission gears that can be skipped during downshifting based on the location of the human-operated input device. For example, if the transmission is a ten-speed transmission and operates in eighth gear when driver demand increases as the vehicle travels at 100 km / h, then under baseline conditions, without input to the human-operated input device, the transmission can be allowed to downshift by up to one gear (e.g., from eighth to seventh gear). However, during the same conditions, with input to the human-operated input device, the transmission can be allowed to downshift by up to two transmission gears (e.g., from eighth to sixth gear). In one example, method 400 can adjust the transmission shift schedule based on the location of the human-operated input device. Figure 7The functions or relationships shown are used to adjust the transmission shifts. Method 400 proceeds to 412.

[0069] At 412, method 400 adjusts the cooling of the traction battery, engine, and ISG based on the relationship between inputs to the human-operated input device and the cooling of the traction battery, engine, and ISG. The cooling of the traction battery, engine, and ISG can be adjusted based on the relationship between device cooling and inputs to the human-operated input device, such as... Figure 8 As shown in the example. Method 400 proceeds to 414.

[0070] At 414, method 400 adjusts the vehicle suspension actuators (e.g., shock absorbers, suspension lifters, suspension movement stoppers, suspension reinforcements, etc.) in response to the position of a human-operated input device. In one example, the adjustment of the suspension actuators can be performed based on the relationship between the input to the human-operated input device and the suspension actuators, such as... Figure 9 As shown in the diagram. Method 400 proceeds to 416.

[0071] At 416, method 400 adjusts the vehicle aerodynamic actuators (e.g., wing actuators, dam actuators, grille louver actuators, spoiler actuators, wing surfaces, etc.) in response to the position of a human-operated input device. In one example, the adjustment of the vehicle aerodynamic actuators can be performed based on the relationship between the input to the human-operated input device and the vehicle aerodynamic brakes, such as... Figure 10 As shown in the diagram. Method 400 proceeds to 418.

[0072] At 418, method 400 adjusts the electric motor output (e.g., torque or power) and the internal combustion engine output (e.g., torque or power) to deliver the requested driver-demanded torque or power already input to the driver demand pedal. Driver demand takes precedence over traction battery charging torque or power. Therefore, if the internal combustion engine can meet the driver-demanded torque while simultaneously providing torque or power to meet the electric motor output requested via a human-operated input device, the engine provides torque or power to meet the driver-demanded torque and the electric motor provides mechanical input torque or power to meet the motor's requested output. Conversely, if the internal combustion engine cannot meet the driver-demanded torque while simultaneously providing torque or power to meet the electric motor output requested via a human-operated input device, the engine provides torque or power to meet a portion of the driver-demanded torque, and the electric motor can switch from consuming mechanical torque from the drivetrain to delivering torque or power to the drivetrain to meet the driver-demanded torque. Method 400 proceeds to exit.

[0073] At 430, method 400 adjusts the charging rate of the traction battery and / or the motor output to charge the traction battery based on one or more of the driver's required torque or power and the battery's state of charge. In one example, one or more of the battery's state of charge and the driver's required torque may be used to refer to a table that outputs the motor output for charging the traction battery based on one or more of the battery's state of charge and the driver's required torque or power. Method 400 proceeds to 432.

[0074] At 432, method 400 adjusts the transmission shifts according to a basic plan. The driver's required torque or power and vehicle speed can be referenced to the basic plan. The basic plan outputs the gear to engage based on the current driver's required torque or power and vehicle speed. Values ​​in the basic plan can be empirically determined by operating the vehicle and adjusting the transmission gears to ensure the vehicle meets fuel economy, performance, and emissions targets. Method 400 proceeds to 434.

[0075] At 434, method 400 adjusts the traction battery, engine cooling, and ISG according to a basic plan. In one example, the basic plan may be based on the driver's required torque or power. The values ​​in the basic plan can be empirically determined by operating the vehicle and adjusting the coolant flow rate according to the driver's required torque or power, so that the desired engine, ISG, and battery temperatures can be maintained. Method 400 proceeds to 436.

[0076] At 436, method 400 adjusts vehicle suspension actuators (e.g., shock absorbers, suspension lift devices, suspension movement restraint devices, suspension reinforcement devices, etc.) and aerodynamic devices (e.g., dams, winglets, spoilers, wings, etc.) in response to vehicle operating modes (e.g., performance, economy, highway, etc.). Method 400 proceeds to 416.

[0077] At 438, method 400 adjusts the electric motor output (e.g., torque or power) and the internal combustion engine output (e.g., torque or power) to deliver the requested driver-demanded torque or power already input to the driver demand pedal. Driver demand takes precedence over traction battery charging torque or power. Therefore, if the internal combustion engine can meet the driver-demanded torque while simultaneously providing torque or power to meet the electric motor output requested via a human-operated input device, the engine provides torque or power to meet the driver-demanded torque and the electric motor provides mechanical input torque or power to meet the motor's requested output. Conversely, if the internal combustion engine cannot meet the driver-demanded torque while simultaneously providing torque or power to meet the electric motor output requested via a human-operated input device, the engine provides torque or power to meet a portion of the driver-demanded torque, and the electric motor can switch from consuming mechanical torque from the drivetrain to delivering torque or power to the drivetrain to meet the driver-demanded torque. Method 400 proceeds to exit.

[0078] In this way, method 400 can adjust vehicle operation based on the driver's requested pedal position (e.g., the driver's requested torque or power request) and / or a second human-operated input device. The human-operated input device can be bidirectional (e.g., left and right or up and down) or unidirectional. The human-operated input device can allow adjustment of the motor output independently of the driver's requested pedal position.

[0079] Figure 4 A method provides a way to operate a hybrid vehicle, the method comprising: receiving input to a controller via a first human-operated input device; receiving input to the controller via a second human-operated input device; adjusting a driver-demanded torque or power via the controller in response to an output of the first human-operated input device; and adjusting a motor torque or power proportionally to the output of the second human-operated input device via the controller. In a first example, the method includes: wherein adjusting the motor torque or power includes generating positive torque or power based on a first position of the second human-operated input device, and generating negative torque or power in response to a second position of the second human-operated input device. In a second example that may include the first example, the method includes wherein the first human-operated input device is a driver-demanded pedal. In a third example that may include one or both of the first and second examples, the method includes wherein the second human-operated input device is a button or joystick. In a fourth example that may include one or more of the first to third examples, the method further includes increasing the amount of charge generated via the motor proportionally to the output of the second human-operated input device. In a fifth example, which may include one or more of the first to fourth examples, the method further includes adjusting the suspension actuators in response to the output of the input device for the second human operation. In a sixth example, which may include one or more of the first to fifth examples, the method further includes adjusting the aerodynamic actuators in response to the output of the input device for the second human operation. In a seventh example, which may include one or more of the first to sixth examples, the method further includes adjusting the transmission shift in response to the output of the input device for the second human operation.

[0080] Figure 4The method also provides a method for operating a hybrid vehicle, the method comprising: adjusting the rate of coolant supply to one or more of a traction battery, an internal combustion engine, and an electric motor via one or more controllers in response to the position of a human-operated input device that is not a driver-demanded pedal; and adjusting the torque or power generated via the internal combustion engine and the electric motor via the one or more controllers based on a driver-demanded torque or power based on the position of the driver-demanded pedal. In a first example, the method further comprises adjusting the position of an aerodynamic control device based on the position of the human-operated input device. In a second example that may include the first example, the method further comprises adjusting the position of a vehicle suspension control device based on the position of the human-operated input device. In a third example that may include one or both of the first and second examples, the method further comprises adjusting a transmission shift schedule based on the position of the human-operated input device. In a fourth example that may include one or more of the first to third examples, the method comprises: wherein adjusting the torque or power generated via the internal combustion engine includes assigning a higher priority to generating the driver-demanded torque or power than a battery charging request.

[0081] Turn now Figure 5 A graph 500 shows the relationship between the position of the bidirectional human-operated input device and the torque generated by the motor. The horizontal axis represents the position of the bidirectional human-operated input device. The vertical axis represents the torque generated by the motor in response to the position of the bidirectional human-operated input device. Trace 502 represents the torque generated by the motor according to the position of the bidirectional human-operated input device.

[0082] In this example, trace 502 illustrates that when the bidirectional human-operated input device is moved to the right of its central position, the motor can supply mechanical torque or power to the vehicle's drivetrain. The central position of the horizontal axis corresponds to the position where the vertical axis intersects the horizontal axis. Trajectory 502 also illustrates that when the bidirectional human-operated input device is moved to the left of its central position, the motor can consume mechanical torque or power from the vehicle's drivetrain and generate electricity to supply charge to the vehicle's traction battery. The motor's output is proportional to the position of the bidirectional human-operated input device.

[0083] Now for reference Figure 6 A graph 600 shows the relationship between the position of a human-operated input device and the torque generated by the motor. The horizontal axis represents the position of the human-operated input device. The vertical axis represents the torque generated by the motor in response to the position of the bidirectional human-operated input device. Trace 602 represents the torque generated by the motor according to the position of the human-operated input device.

[0084] In this example, trace 602 illustrates that when the human-operated input device is removed from its base position, the motor can supply mechanical torque or power to the vehicle's drivetrain. Trace 602 also illustrates that when the human-operated input device is removed from its base position (where the vertical axis intersects the horizontal axis), the motor can consume the mechanical torque or power from the vehicle's drivetrain and generate electricity to supply charge to the vehicle's traction battery. The motor's output is proportional to the position of the human-operated input device.

[0085] Now for reference Figure 7 A graph 700 shows the relationship between the position of the human-operated input device and the maximum actual total number of transmission gears that can be changed from the basic downshifting plan. The horizontal axis represents the position of the human-operated input device. The vertical axis represents the maximum actual total number of transmission gears that can be changed from the basic downshifting plan. Trace 702 represents the maximum actual total number of transmission gears that can be changed from the basic downshifting plan based on the position of the human-operated input device.

[0086] Here, trace 702 illustrates when, during a downshift, the transmission can downshift by up to two additional gears in response to when the input device operated by the human moves away from its base position. Trace 702 shows that zero additional gears can be downshifted when the human-operated input device is close to its base position. However, when the human-operated input device is almost fully extended, up to two additional gears can be downshifted. Therefore, if the transmission is operating in eighth gear and a downshift is requested, the transmission can downshift the basic number of gears (e.g., one gear) plus up to two additional gears when the human-operated input is extended to its maximum level and furthest from its base position. Thus, for example, in these situations, when the human-operated input is fully applied and a downshift is requested, the transmission can downshift from eighth gear to fifth gear (downshifting three gears).

[0087] Now for reference Figure 8 Graph 800 illustrates the relationship between the location of a human-operated input device and the coolant flow rate to the device (e.g., internal combustion engine, ISG (electric motor), traction battery, etc.). The horizontal axis represents the location of the human-operated input device. The vertical axis represents the coolant flow rate to the device in response to the location of the human-operated input device. Trace 802 represents the coolant flow rate to the device generated via pumps and / or valves according to the location of the human-operated input device.

[0088] In this example, trace 802 illustrates that the coolant flow rate to the device can increase as the human-operated input device moves away from its base position (e.g., where the vertical axis intersects the horizontal axis). The coolant flow rate is proportional to the position of the human-operated input device.

[0089] Now for reference Figure 9 Graph 900 illustrates the relationship between the position of the human-operated input device and the operating state of the vehicle suspension system (e.g., increasing suspension stiffness, increasing vehicle suspension height, etc.). The horizontal axis represents the position of the human-operated input device. The vertical axis represents the operating state of the vehicle suspension system. Trajectory 902 represents the operating state of the vehicle suspension system based on the position of the human-operated input device.

[0090] In this example, trace 902 illustrates that when a human-operated input device is moved away from its base position (e.g., where the vertical axis intersects the horizontal axis), the vehicle suspension stiffness and / or suspension height relative to the ground may increase. The change in vehicle suspension operating state is proportional to the position of the human-operated input device.

[0091] Now for reference Figure 10 Graph 1000 illustrates the relationship between the position of the human-operated input device and the operating state of the vehicle's aerodynamic actuators (e.g., increasing downforce on the vehicle, providing additional obstruction to airflow beneath the vehicle, etc.). The horizontal axis represents the position of the human-operated input device. The vertical axis represents the operating state of the vehicle's aerodynamic actuators. Trace 1002 represents the operating state of the vehicle's aerodynamic actuators based on the position of the human-operated input device.

[0092] In this example, trace 1002 illustrates the operating state of the vehicle's aerodynamic actuators as the human-operated input device is moved away from its base position (e.g., where the vertical axis intersects the horizontal axis). The change in the aerodynamic actuator operating state is proportional to the position of the human-operated input device.

[0093] It should be noted 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 implemented by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions shown may be performed in the order shown, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the shown actions, operations, and / or functions may be repeatedly performed depending on the specific strategy used. Furthermore, at least a portion of the described actions, operations, and / or functions may be graphically represented as code to be programmed into a non-transitory memory of a computer-readable storage medium in the control system. When the described action is performed by combining instructions from one or more controllers in a system that includes various engine hardware components, the control action can also change the operating state of one or more sensors or actuators in the physical world.

[0094] This specification concludes here. Many variations and modifications will arise in those skilled in the art upon reading this description without departing from its spirit and scope. For example, single-cylinder, I3, I4, I5, V6, V8, V10, and V12 engines operating with natural gas, gasoline, diesel, or alternative fuel configurations can benefit from this specification.

[0095] According to the present invention, a method for operating a hybrid vehicle includes: receiving input to a controller via a first human-operated input device; receiving input to the controller via a second human-operated input device; adjusting a driver-demanded torque or power via the controller in response to an output of the first human-operated input device; and adjusting the torque or power of a motor proportionally via the controller and the output of the second human-operated input device.

[0096] In one aspect of the invention, adjusting the torque or power of the motor includes generating positive torque or power based on a first position of the second human-operated input device, and generating negative torque or power in response to a second position of the second human-operated input device.

[0097] In one aspect of the invention, the first human-operated input device is a driver demand pedal.

[0098] In one aspect of the invention, the second human-operated input device is a button or a joystick.

[0099] In one aspect of the invention, the method includes increasing the amount of charge generated via the motor in proportion to the output of the second human-operated input device.

[0100] In one aspect of the invention, the method includes adjusting the suspension actuator in response to the output of the input device for the second human operation.

[0101] In one aspect of the invention, the method includes adjusting an aerodynamic actuator in response to the output of the input device for the second human operation.

[0102] In one aspect of the invention, the method includes adjusting a transmission shift in response to the output of the input device for the second human operation.

[0103] According to the present invention, a system is provided comprising: a driver demand pedal; a human-operated input device; an internal combustion engine; an electric motor; and one or more controllers, the one or more controllers including executable instructions stored in a non-transitory memory, the executable instructions causing the one or more controllers to directly adjust the operation of the electric motor in response to the output of the human-operated input device, and to adjust the operation of the internal combustion engine in response to the position of the driver demand pedal to generate driver-demand torque or power transmitted to the wheels of the vehicle.

[0104] According to an embodiment, adjusting the operation of the motor includes adjusting the operating mode of the motor.

[0105] According to an embodiment, the operating mode is selected from one of a torque or power generation mode and a charge generation mode.

[0106] According to an embodiment, adjusting the operation of the motor includes adjusting the output of the motor in proportion to the output of the human-operated input device.

[0107] According to an embodiment, the invention is further characterized by additional instructions, which are used to adjust the operation of the internal combustion engine based on the torque or power generated via the motor.

[0108] According to an embodiment, directly adjusting the operation of the motor in response to the output of the human-operated input device includes the one or more controllers commanding the motor torque to increase the charging of the traction battery as the human-operated input device is moved away from the base position.

[0109] According to an embodiment, adjusting the operation of the internal combustion engine includes adjusting the torque or power output of the internal combustion engine to produce the torque or power required by the driver and the amount of power consumed via the electric motor.

[0110] According to the present invention, a method for operating a hybrid vehicle includes: adjusting the rate of coolant supplied to one or more of a traction battery, an internal combustion engine, and an electric motor via one or more controllers in response to the position of an input device that is not a driver-demanded pedal; and adjusting the torque or power generated by the internal combustion engine and the electric motor via the one or more controllers according to the driver-demanded torque or power based on the position of the driver-demanded pedal.

[0111] In one aspect of the invention, the method includes adjusting the operating state of an aerodynamic control device based on the position of the human-operated input device.

[0112] In one aspect of the invention, the method includes adjusting the operating state of a vehicle suspension control device based on the position of the human-operated input device.

[0113] In one aspect of the invention, the method includes adjusting a transmission shift schedule based on the position of the human-operated input device.

[0114] In one aspect of the invention, adjusting the torque or power generated via the internal combustion engine includes allocating a higher priority for generating the torque or power required by the driver than for battery charging requests.

Claims

1. A method for operating a hybrid vehicle, comprising: Input to the controller is received via an input device operated by the first human. Input to the controller is received via a second human-operated input device; The controller adjusts the driver's required torque or power in response to the output of the first human-operated input device; as well as The torque or power of the motor is adjusted proportionally to the output of the controller and the second human-operated input device.

2. The method of claim 1, wherein adjusting the torque or power of the motor includes generating positive torque or power based on a first position of the second human-operated input device, and generating negative torque or power in response to a second position of the second human-operated input device.

3. The method of claim 2, wherein the first human-operated input device is a driver demand pedal.

4. The method of claim 3, wherein the second human-operated input device is a button or a joystick.

5. The method of claim 1, further comprising increasing the amount of charge generated via the motor in proportion to the output of the second human-operated input device.

6. The method of claim 1, further comprising adjusting the suspension actuator in response to the output of the input device for the second human operation.

7. The method of claim 1, further comprising adjusting the aerodynamic actuator in response to the output of the input device for the second human operation.

8. The method of claim 1, further comprising adjusting the transmission shift in response to the output of the input device of the second human operation.

9. A system comprising: Driver needs pedals; Human-operated input devices; Internal combustion engine; Electric motor; as well as One or more controllers, the one or more controllers including executable instructions stored in a non-transitory memory, the executable instructions causing the one or more controllers to directly adjust the operation of the electric motor in response to the output of the human-operated input device, and to adjust the operation of the internal combustion engine in response to the position of the driver's required pedal to generate the driver-demanded torque or power transmitted to the wheels of the vehicle.

10. The system of claim 9, wherein adjusting the operation of the motor includes adjusting the operating mode of the motor.

11. The system of claim 10, wherein the operating mode is selected from one of a torque or power generation mode and a charge generation mode.

12. The system of claim 9, wherein adjusting the operation of the motor includes adjusting the output of the motor in proportion to the output of the human-operated input device.

13. The system of claim 9, further comprising additional instructions for adjusting the operation of the internal combustion engine based on torque or power generated via the electric motor.

14. The system of claim 9, wherein directly adjusting the operation of the motor in response to the output of the human-operated input device includes the one or more controllers commanding the motor torque to increase the charging of the traction battery as the human-operated input device is moved away from the base position.

15. The system of claim 9, wherein adjusting the operation of the internal combustion engine includes adjusting the torque or power output of the internal combustion engine to produce the torque or power required by the driver and the amount of power consumed via the electric motor.

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