Engine starting control apparatus and method for a hybrid vehicle
A hybrid powertrain includes an engine having a crankshaft, and a hybrid transmission having an input member, an output member, and at least one motor/generator operable to provide or receive torque. A damper connects the crankshaft with the input member. A bi-directional rotational position sensing system operatively connects with either the crankshaft or an input side of the damper, and is configured to sense the rotational position and direction of the crankshaft, and provide a position signal indicative thereof. At least one controller is configured to receive the position signal and to provide a torque command to the motor/generator based at least in part on the position signal. The torque command is operable to cause the motor/generator to substantially cancel an expected engine torque pulse associated with the sensed rotational position during starting of the engine with the damper open. A method for controlling the hybrid powertrain is provided.
1. A hybrid powertrain comprising:
an engine having a crankshaft;
a hybrid transmission having an input member, an output member, and at least one motor/generator operable to provide or receive torque;
a damper connecting the crankshaft with the input member;
a bi-directional rotational position sensing system operatively connected with the crankshaft, and configured to sense the rotational position and direction of the crankshaft and provide a position signal indicative thereof; and
at least one controller configured to receive the position signal and to provide a torque command to the motor/generator based at least in part on the position signal and operable to cause the motor/generator to substantially cancel an expected engine torque pulse associated with the sensed rotational position during starting of the engine with the damper open.
2. The hybrid powertrain of claim 1 , wherein the powertrain is characterized by the absence of a bypass clutch for the damper.
3. The hybrid powertrain of claim 1 , wherein the bi-directional position sensing system includes a rotating element mounted to said one of the crankshaft and an input side of the damper and a bi-directional rotational position sensing element positioned proximate the rotating element; wherein the rotating element is characterized by circumferentially spaced features sufficiently sized to be sensed by the bi-directional rotational position sensing element when rotating past the bi-directional rotational position sensing element.
4. The hybrid powertrain of claim 3 , wherein the rotating element is a toothed wheel; and wherein the features are a first gap and a second gap between adjacent teeth, the gaps being spaced adjacent one another on the toothed wheel.
5. The hybrid powertrain of claim 3 , wherein the rotating element is a magnetic encoder having magnetic poles spaced circumferentially therearound; and wherein the features are a first gap and a second gap between adjacent magnetic poles, the gaps being spaced adjacent one another on the magnetic encoder.
6. The hybrid powertrain of claim 3 , further comprising:
a unidirectional rotational position sensing element angularly spaced from the bi-directional rotational position sensing element and operable to sense the features rotating past the unidirectional rotational position sensing element; wherein the unidirectional rotational position sensing element is not configured to sense direction of rotation of the rotating element; wherein the unidirectional rotational position sensing element is operable to provide another position signal to the at least one controller; and wherein the torque command is further based in part on the position signal provided by the unidirectional rotational position sensing element.
7. The hybrid powertrain of claim 3 , wherein the rotating element is a first rotating element mounted to the damper; and further comprising:
a second rotating element mounted to the crankshaft;
a unidirectional rotational position sensing element positioned proximate the second rotating element; wherein the second rotating element is characterized by circumferentially spaced features sufficiently sized to be sensed by the unidirectional rotational position sensing element when rotating past the unidirectional rotational position sensing element;
wherein the unidirectional rotational position sensing element is operable to provide another position signal to the controller; and wherein the torque command is further based in part on the position signal provided by the unidirectional rotational position sensing element.
8. The hybrid powertrain of claim 1 , further comprising:
a temperature sensor operatively connected to the powertrain and configured to provide a signal indicative of sensed temperature to the at least one controller; and
wherein the at least one controller is configured to adjust the torque command based on a predetermined relationship between temperature and the position signal.
9. The hybrid powertrain of claim 1 , wherein the at least one controller includes an engine controller for controlling engine speed, a hybrid controller configured to process the position signal, and a motor controller; and further comprising:
a motor resolver configured to determine speed of the motor/generator and to provide a sensor signal indicative thereof to the motor controller.
10. The hybrid powertrain of claim 1 , wherein the bi-directional sensing system and the controller are configured to determine the crankshaft position to within 6 degrees.
11. The hybrid powertrain of claim 1 , wherein the bi-directional sensing system and the controller are configured to determine the crankshaft position to within 3 degrees.
12. A method for controlling a hybrid powertrain having an engine with a crankshaft, a transmission with an input member and an output member, and at least one motor/generator operable to provide or receive torque, comprising:
sensing the rotational position and direction of the engine crankshaft with a bi-directional rotational position sensing element; wherein a damper connects the engine crankshaft to the input member of the transmission; wherein the powertrain is characterized by the absence of a bypass clutch for the damper; and
providing a torque command to the at least one motor/generator that is configured to cancel an expected engine torque pulse occurring during starting of the engine; wherein the expected engine torque pulse is based on the sensed rotational position and direction.
13. The method of claim 12 , further comprising:
sensing a second rotational position of the crankshaft via a unidirectional rotational position sensing element; wherein the expected engine torque pulse is further based on the sensed second rotational position.
14. The method of claim 13 , wherein the expected engine torque pulse is further based on engine manifold pressure.
15. The method of claim 12 , wherein the expected engine torque pulse is further based on an expected deviation in sensed rotational position due to temperature.
16. The method of claim 12 , wherein the controller stores rotational position data; and wherein the expected engine torque pulse is further based on a final rotational position at an engine shutdown prior to the starting of the engine.