# US 11,299,142 B2 · Hybrid electric powertrain architectures and control logic for vehicle response management > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,299,142 B2 - Document ID: US11299142B2 - Status: Granted - Kind: B2 - Application number: 16/545,531 - Filed: 2019-08-20 - Published: 2021-02-25 - Granted: 2022-04-12 - Earliest claimed: 2019-08-20 - Assignees: GM Global Technology Operations LLC - Applicants: GM Global Technology Operations LLC - Inventors: Anab A. Akanda; Nicholas J. Kalweit - Web page: https://patentgrep.com/patent/US11299142B2 ## CPC - B60K 6/387: Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means - B60W 20/15: Control strategies specially adapted for achieving a particular effect - B60W 10/02: including control of driveline clutches - B60W 10/06: including control of combustion engines - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B60W 20/11: using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance {(utilising navigation and traffic information in the control strategy B60W20/12)} - B60W 20/40: Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers {(power-up or power-down of the driveline B60W30/192)} - B60W 30/20: Reducing vibrations in the driveline - B60K 2006/4825: {Electric machine connected or connectable to gearbox input shaft} - B60W 2050/001: {Proportional integral [PI] controller} - B60W 2050/0041: {of the drive line} - B60W 2510/0208: Clutch engagement state, e.g. engaged or disengaged - B60W 2510/0241: Clutch slip, i.e. difference between input and output speeds - B60W 2510/0275: Clutch torque - B60W 2510/081: Speed - B60W 2510/1005: Transmission ratio engaged - B60W 2710/027: Clutch torque - B60W 2710/0666: Engine torque - B60W 2710/081: Speed - B60W 2710/083: Torque - B60W 2710/085: Torque change rate - B60Y 2200/92: Hybrid vehicles - Y02T 10/40: Engine management systems - Y02T 10/62: Hybrid vehicles - 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 - B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract Presented are hybrid electric vehicle (HEV) powertrains and control logic for vehicle response management, methods for making/operating HEV powertrains, and motor vehicles equipped with HEV powertrains. A method of controlling a hybrid powertrain includes receiving data indicative of a motor speed of a traction motor and torque commands for the motor, an engine, and an engine disconnect clutch (EDC). A vehicle controller uses a state observer module to estimate a jerk response based on the motor speed, and determines if the EDC is in a torque-transmitting active state. Responsive to the EDC being in the active state, the controller calculates an incremental feedback control signal that is predicted to reduce the estimated jerk based on the engine, motor, and clutch torque commands. One or more torque command signals are transmitted to the engine, motor and/or EDC to modulate a torque output thereof based on the incremental feedback control signal. ## Claims ### Claim 1 A method of controlling a hybrid powertrain of a vehicle with multiple road wheels, the hybrid powertrain including an engine and a motor operable to drive one or more of the road wheels, an engine disconnect clutch (EDC) operable to disengage the engine from the motor, and a controller programmed to control the motor, the engine, and the EDC, the method comprising: receiving, via the controller from a motor speed sensor, a sensor signal indicative of a motor speed of the motor; receiving, via the controller, data indicative of an engine torque command for the engine, a motor torque command for the motor, and a clutch torque command for the EDC; determining, via the controller using a state observer module, an estimated jerk as a second derivative of speed based on the motor speed of the motor; determining, via the controller based on the clutch torque command, whether the EDC is in a torque-transmitting active state or a non-torque-transmitting inactive state; executing, responsive to the EDC being in the non-torque-transmitting inactive state, a bumpless transfer during which a rate of change of the motor torque command is maintained within a calibrated maximum rate change percentage for a predetermined time; calculating, via the controller responsive to the EDC being in the torque-transmitting active state and based on the engine, motor, and clutch torque commands, an incremental feedback control signal predicted to reduce the estimated jerk; and transmitting, via the controller, a torque command signal to the engine, the motor, and/or the EDC to modulate a torque output thereof based on the incremental feedback control signal. ### Claim 2 (depends on 1) The method of claim 1, wherein the hybrid powertrain further includes a power transmission and a torque converter (TC) with a torque converter clutch (TCC), the TC interposed between the engine and the power transmission, the method further comprising determining, via the controller, whether a TCC slip speed of the TCC is greater than a calibrated slip speed, and wherein calculating the incremental feedback control signal is further in response to the TCC slip speed being greater than the calibrated slip speed. ### Claim 3 (depends on 2) The method of claim 2, wherein calculating the incremental feedback control signal is further based on a TCC state of the TCC and a transmission gear state of the power transmission. ### Claim 4 (depends on 1) The method of claim 1, wherein calculating the incremental feedback control signal includes a proportional-integral (PI) controller generating respective incremental corrections for the engine, the motor, and the EDC, and wherein the torque command signal includes a modified engine torque command based on the incremental correction for the engine, a modified motor torque command based on the incremental correction for the motor, and a modified clutch torque command based on the incremental correction for the EDC. ### Claim 5 (depends on 4) The method of claim 4, wherein the PI controller includes: an engine PI controller operable to generate the respective incremental correction for the engine; a motor PI controller operable to generate the respective incremental correction for the motor; and a clutch PI controller operable to generate the respective incremental correction for the engine disconnect clutch. ### Claim 6 (depends on 1) The method of claim 1, wherein the estimated jerk is an estimated motor jerk of the motor derived as the second derivative of speed of the motor speed of the motor. ### Claim 7 (depends on 1) The method of claim 1, wherein the state observer module includes: an observer model based on a kinematic state-transition matrix without plant physics data derived as a linear mathematical representation of the hybrid powertrain; an observer model based on the plant physics data derived as the linear mathematical representation of the hybrid powertrain; and/or a PI observer filter. ### Claim 8 (depends on 1) The method of claim 1, wherein calculating the incremental feedback control signal includes a model-based controller generating respective incremental corrections for the engine, the motor, and the EDC, and wherein the torque command signal includes a modified engine torque command based on the incremental correction for the engine, a modified motor torque command based on the incremental correction for the motor, and a modified clutch torque command based on the incremental correction for the EDC. ### Claim 9 (depends on 8) The method of claim 8, wherein the model-based controller includes a linear time-invariant (LTI) state feedback controller, a piecewise linear (PL) state feedback controller, and/or a full non-linear state feedback controller. ### Claim 10 (depends on 8) The method of claim 8, wherein the hybrid powertrain further includes a power transmission and a torque converter (TC) with a torque converter clutch (TCC), the TC interposed between the engine and the power transmission, the method further comprising receiving data indicative of a TCC state of the TCC and a transmission gear state of the power transmission, wherein determining the estimated jerk is further based on the TCC state and the transmission gear state. ### Claim 11 (depends on 1) The method of claim 1, wherein the estimated jerk is an estimated vehicle jerk of the vehicle derived as the second derivative of speed of a vehicle speed of the vehicle. ### Claim 12 (depends on 1) The method of claim 1, wherein the controller includes a PI or model-based controller operable to calculate the incremental feedback control signal and transmit the torque command signal, the method further comprising clipping and/or saturating an output range and an output rate of the PI or model-based controller to conform with a torque limit constraint and a torque production constraint of the motor. ### Claim 13 A method of controlling a hybrid powertrain of a vehicle with multiple road wheels, the hybrid powertrain including an engine and a motor operable to drive one or more of the road wheels, an engine disconnect clutch (EDC) operable to disengage the engine from the motor, and a controller programmed to control the motor, the engine, and the EDC, the method comprising: receiving, via the controller from a motor speed sensor, a sensor signal indicative of a motor speed of the motor; receiving, via the controller, data indicative of an engine torque command for the engine, a motor torque command for the motor, and a clutch torque command for the EDC; determining, via the controller using a state observer module, an estimated jerk as a second derivative of speed based on the motor speed of the motor; determining, via the controller based on the clutch torque command, whether the EDC is in a torque-transmitting active state or a non-torque-transmitting inactive state; receiving a jerk reference; determining a jerk error as a mathematical difference between the jerk reference set equal to zero and the estimated jerk; calculating, via the controller responsive to the EDC being in the torque-transmitting active state and based on the jerk error and the engine, motor, and clutch torque commands, an incremental feedback control signal predicted to reduce the estimated jerk, the calculating including a proportional-integral (PI) controller generating respective incremental corrections for the engine, the motor, and the EDC; and transmitting, via the controller, torque command signals to the engine, the motor and the EDC to modulate a torque output thereof based on the incremental feedback control signal, the torque command signals including a modified engine torque command based on the incremental correction for the engine, a modified motor torque command based on the incremental correction for the motor, and a modified clutch torque command based on the incremental correction for the EDC. ### Claim 14 (depends on 13) The method of claim 13, further comprising, responsive to the EDC being in the non-torque-transmitting inactive state, executing a bumpless transfer during which a rate of change of the motor torque command is maintained within a calibrated maximum rate change percentage for a predetermined time window. ### Claim 15 A motor vehicle comprising: a vehicle body with a plurality of road wheels attached to the vehicle body; an internal combustion engine (ICE) assembly mounted to the vehicle body and including a crankshaft configured to output torque generated by the ICE assembly; traction motor mounted to the vehicle body and including a rotor configured to output torque generated by the traction motor; a power transmission mounted to the vehicle body and drivingly connected to the crankshaft and the rotor to receive, modify, and output the torque generated by the traction motor and the ICE assembly to one or more of the road wheels to thereby propel the vehicle; an engine disconnect clutch (EDC) operable to drivingly disconnect the ICE assembly from both the traction motor and the power transmission; and a vehicle controller operatively connected to the ICE assembly, the traction motor, the power transmission, and the EDC, the vehicle controller being programmed to: receive a sensor signal indicative of a motor speed of the traction motor; receive data indicative of an engine torque command for the ICE assembly, a motor torque command for the traction motor, and a clutch torque command for the EDC; determine an estimated jerk as a second derivative of speed based on the motor speed of the traction motor using a state observer module; determine whether the EDC is in a torque-transmitting active state or a non-torque-transmitting inactive state based on the clutch torque command; responsive to the EDC being in the non-torque-transmitting inactive state, execute a bumpless transfer during which a rate of change of the motor torque command is maintained within a calibrated maximum rate change percentage for a predetermined time; responsive to the EDC being in the torque-transmitting active state, calculate an incremental feedback control signal, predicted to reduce the estimated jerk, based on the engine, motor, and clutch torque commands; and transmit a torque command signal to the ICE assembly, motor, and/or EDC to modulate a torque output thereof based on the incremental feedback control signal. ### Claim 16 (depends on 15) The motor vehicle of claim 15, further comprising a torque converter (TC) with a torque converter clutch (TCC), the TC interposed between the ICE assembly and the power transmission, wherein the controller is further programmed to determine whether a TCC slip speed of the TCC is greater than a calibrated slip speed, and wherein calculating the incremental feedback control signal is further in response to the TCC slip speed being greater than the calibrated slip speed. ### Claim 17 (depends on 16) The motor vehicle of claim 16, wherein calculating the incremental feedback control signal is further based on a TCC state of the TCC and a transmission gear state of the power transmission. ### Claim 18 (depends on 15) The motor vehicle of claim 15, wherein calculating the incremental feedback control signal includes a proportional-integral (PI) controller or a model-based controller generating respective incremental corrections for the ICE assembly, the traction motor, and the EDC, and wherein the torque command signal includes a modified engine torque command based on the incremental correction for the ICE assembly, a modified motor torque command based on the incremental correction for the traction motor, and a modified clutch torque command based on the incremental correction for the EDC. ### Claim 19 (depends on 15) The motor vehicle of claim 15, wherein the state observer module includes: an observer model based on a kinematic state-transition matrix without plant physics data derived as a linear mathematical representation of the hybrid powertrain; an observer model based on the plant physics data derived as the linear mathematical representation of the hybrid powertrain; and/or a PI observer filter. ### Claim 20 (depends on 15) The motor vehicle of claim 15, wherein the estimated jerk is an estimated motor jerk of the motor derived as a second derivative of speed of the motor s speed of the motor or an estimated vehicle jerk of the motor vehicle derived as a second derivative of speed of a vehicle speed of the vehicle.