# US 10,871,119 B2 · Motor vehicle having active shuffle reduction

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- Number: US 10,871,119 B2
- Document ID: US10871119B2
- Status: Granted
- Kind: B2
- Application number: 16/270,455
- Filed: 2019-02-07
- Published: 2019-08-15
- Granted: 2020-12-22
- Earliest claimed: 2018-02-13
- Assignees: Ford Global Technologies, LLC
- Applicants: Ford Global Technologies, LLC
- Inventors: Nicholas Dashwood Crisp; Michael Rowland; Martin Jansz
- Web page: https://patentgrep.com/patent/US10871119B2

## CPC

- F02D 41/1498: {measuring engine roughness}
- B60K 6/485: Motor-assist type
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 20/15: Control strategies specially adapted for achieving a particular effect
- B60W 30/20: Reducing vibrations in the driveline
- F02D 41/0097: {using means for generating speed signals}
- F02P 5/1504: {with particular means during a transient phase, e.g. acceleration, deceleration, gear change (during starting F02P5/1506)}
- B60W 2030/206: {related or induced by the engine}
- B60W 2050/0057: {Frequency analysis, spectral techniques or transforms}
- B60W 2510/0638: Engine speed
- B60W 2510/0652: Speed change rate
- B60W 2710/0666: Engine torque
- B60W 2710/083: Torque
- F02D 2041/1432: {the system including a filter, e.g. a low pass or high pass filter}
- F02D 2200/1012: Engine speed gradient
- F02D 2250/21: during a transition between engine operation modes or states
- Y02T 10/62: Hybrid vehicles
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A motor vehicle is disclosed having an internal combustion engine and an integrated starter-generator drivingly connected to a crankshaft of the internal combustion engine by a belt drive. Operation of the internal combustion engine and the integrated starter-generator is controlled by an electronic controller in response to a number of inputs. The electronic controller is arranged to use the internal combustion engine and the integrated starter-generator to actively reduce driveline shuffle in one of a number of shuffle reduction modes that are selected by the electronic controller based on at least the current rotational speed of the internal combustion engine.

## Claims

### Claim 1

A system for a motor vehicle, comprising:
an engine driving a multi-speed transmission;
an integrated starter-generator driveably connected to a crankshaft of the engine; and
an electronic controller storing executable instructions in non-transitory memory, that, when executed, cause the electronic controller to:
select a shuffle reduction mode from a plurality of shuffle reduction modes based at least partly on a rotational speed of the crankshaft of the engine, the plurality of shuffle reduction modes including a first shuffle reduction mode that utilizes only the integrated starter-generator to reduce driveline shuffle, a second shuffle reduction mode that utilizes the engine and the integrated starter-generator in combination to reduce driveline shuffle, and a third shuffle reduction mode that utilizes the engine supplemented by the integrated starter-generator to reduce driveline shuffle; and
operate the engine and the integrated starter-generator in the selected shuffle reduction mode.

### Claim 2 (depends on 1)

The system of claim 1, wherein the instructions that cause the electronic controller to operate the engine and the integrated starter-generator in the selected shuffle reduction mode include further instructions stored in non-transitory memory that, when executed when the first shuffle reduction mode is the selected shuffle reduction mode, cause the electronic controller to:
actuate the integrated starter-generator to apply a positive torque to the crankshaft of the engine in response to an indication to increase the rotational speed of the crankshaft to reduce driveline shuffle; and
actuate the integrated starter-generator to apply a negative braking torque to the crankshaft of the engine in response to an indication to decrease the rotational speed of the crankshaft to reduce driveline shuffle.

### Claim 3 (depends on 1)

The system of claim 1, wherein the instructions that cause the electronic controller to operate the engine and the integrated starter-generator in the selected shuffle reduction mode include further instructions stored in non-transitory memory that, when executed when the second shuffle reduction mode is the selected shuffle reduction mode, cause the electronic controller to:
actuate the integrated starter-generator to reduce driveline shuffle by applying a negative braking torque to the crankshaft to reduce the rotational speed of the crankshaft; and
actuate the engine to reduce driveline shuffle by applying a positive torque to the crankshaft to increase the rotational speed of the crankshaft.

### Claim 4 (depends on 1)

The system of claim 1, wherein the instructions that cause the electronic controller to operate the engine and the integrated starter-generator in the selected shuffle reduction mode include further instructions stored in non-transitory memory that, when executed when the third shuffle reduction mode is the selected shuffle reduction mode, cause the electronic controller to:
actuate the engine for increasing and reducing the rotational speed of the crankshaft to reduce driveline shuffle; and
actuate the integrated starter-generator to supplement the reducing the rotational speed of the crankshaft by the engine by applying additional negative braking torque to the crankshaft of the engine via the integrated starter-generator.

### Claim 5 (depends on 1)

The system of claim 1, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions stored in non-transitory memory that, when executed, cause the electronic controller to only select the first shuffle reduction mode when the rotational speed of the crankshaft is below a first predefined low speed threshold.

### Claim 6 (depends on 5)

The system of claim 5, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions in non-transitory memory that, when executed, cause the electronic controller to select the second shuffle reduction mode when the rotational speed of the crankshaft is above the first predefined low speed threshold and below a second predefined higher speed threshold.

### Claim 7 (depends on 6)

The system of claim 6, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions in non-transitory memory that, when executed, cause the electronic controller to select the third shuffle reduction mode when the rotational speed of the crankshaft is above the second predefined higher speed threshold.

### Claim 8 (depends on 1)

The system of claim 1, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions stored in non-transitory memory that, when executed, cause the electronic controller to only select the first shuffle reduction mode when the rotational speed of the crankshaft is below a predefined speed threshold and a driveline shuffle frequency is below a predefined shuffle frequency threshold.

### Claim 9 (depends on 8)

The system of claim 8, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions stored in non-transitory memory that, when executed, cause the electronic controller to select the second shuffle mode when the rotational speed of the crankshaft is below the predefined speed threshold and the driveline shuffle frequency is above the shuffle frequency threshold.

### Claim 10 (depends on 9)

The system of claim 9, wherein the instructions that cause the electronic controller to select the shuffle reduction mode from the plurality of shuffle reduction modes based at least partly on the rotational speed of the crankshaft of the engine include further instructions stored in non-transitory memory that, when executed, cause the electronic controller to select the third shuffle reduction mode when the rotational speed of the crankshaft is above the predefined speed threshold.

### Claim 11

A method for reducing driveline oscillations in a vehicle, comprising:
selecting between a first shuffle reduction mode, a second shuffle reduction mode, and a third shuffle reduction mode based on at least a rotational speed of an engine of the vehicle;
applying both positive torque and negative torque to a crankshaft of the engine via an integrated starter-generator (ISG) to reduce the driveline oscillations when the first shuffle reduction mode is selected, the ISG rotationally coupled to the crankshaft;
applying positive torque to the crankshaft via the engine and negative torque to the crankshaft via the ISG to reduce the driveline oscillations when the second shuffle reduction mode is selected; and
applying both positive torque and negative torque to the crankshaft via the engine to reduce the driveline oscillations when the third shuffle reduction mode is selected.

### Claim 12 (depends on 11)

The method of claim 11, wherein selecting between the first shuffle reduction mode, the second shuffle reduction mode, and the third shuffle reduction mode based on at least the rotational speed of the engine comprises:
selecting the first shuffle reduction mode in response to the rotational speed of the engine being less than a first, lower threshold speed;
selecting the second shuffle reduction mode in response to the rotational speed of the engine being greater than the first threshold speed and less than a second, higher threshold speed; and
selecting the third shuffle reduction mode in response to the rotational speed on the engine being greater than the second threshold speed.

### Claim 13 (depends on 11)

The method of claim 11, wherein selecting between the first shuffle reduction mode, the second shuffle reduction mode, and the third shuffle reduction mode based on at least the rotational speed of the engine comprises:
selecting the first shuffle reduction mode in response to the rotational speed of the engine being less than a threshold speed and a driveline oscillation frequency being less than a shuffle frequency threshold;
selecting the second shuffle reduction mode in response to the rotational speed of the engine being less than the threshold speed and the driveline oscillation frequency being greater than the shuffle frequency threshold; and
selecting the third shuffle reduction mode in response to the rotational speed on the engine being greater than the threshold speed.

### Claim 14 (depends on 13)

The method of claim 13, wherein the driveline oscillation frequency is dependent upon a selected gear in a multi-speed transmission driven by the engine, and wherein the driveline oscillation frequency is above the shuffle frequency threshold when the selected gear is a high gear.

### Claim 15 (depends on 11)

The method of claim 11, further comprising supplementing the negative torque applied via the engine with additional negative torque applied via the ISG when the third shuffle reduction mode is selected.

### Claim 16

A method, comprising:
applying negative torque to a crankshaft of an engine via a motor-generator in response to an indication to reduce driveline shuffle by decreasing a rotational speed of the crankshaft; and
applying positive torque to the crankshaft via one of the motor-generator and the engine in response to the indication to reduce driveline shuffle by increasing the rotational speed of the crankshaft, the motor-generator selected responsive to a speed of the engine being less than a first threshold speed and the engine selected responsive to the speed of the engine being greater than the first threshold speed.

### Claim 17 (depends on 16)

The method of claim 16, wherein applying negative torque to the crankshaft via the motor-generator in response to the indication to reduce driveline shuffle by decreasing the rotational speed of the crankshaft includes:
applying all of a total amount negative torque for decreasing the rotational speed of the crankshaft to a desired speed in response to the speed of the engine being less than a second threshold speed, greater than the first threshold speed; and
applying a first portion of the total amount of negative torque via the engine and a second, remaining portion of the total amount of negative torque via the motor-generator in response to the speed of the engine being greater than the second threshold speed.