초록 ▼

A hybrid powertrain includes an engine having a crankshaft, and an electric motor having a rotor selectively coupled to the crankshaft via a disconnect clutch and configured to operate in torque control and in speed control. The powertrain further includes a transmission having a torque converter wi

A hybrid powertrain includes an engine having a crankshaft, and an electric motor having a rotor selectively coupled to the crankshaft via a disconnect clutch and configured to operate in torque control and in speed control. The powertrain further includes a transmission having a torque converter with an impeller fixed to the rotor, a turbine disposed on an input shaft of the transmission, and a bypass clutch configured to selectively transmit torque from the impeller to the turbine. A controller is configured to, in response to the motor switching from torque control to speed control, generate a torque command for the motor that defines a magnitude derived from an error between measured and estimated speeds of the impeller obtained during torque control to prevent a spike in motor speed when the motor switches from torque control to speed control.

대표청구항 ▼

1. A vehicle comprising: an electric motor operable in torque control and speed control;a torque converter having an impeller, a turbine, and a bypass clutch; anda controller configured to, in response to the motor switching from torque control to speed control, generate a torque command for the mot

1. A vehicle comprising: an electric motor operable in torque control and speed control;a torque converter having an impeller, a turbine, and a bypass clutch; anda controller configured to, in response to the motor switching from torque control to speed control, generate a torque command for the motor based on a speed estimate correction, for the impeller, generated while the motor is in torque control and the bypass clutch is open or slipping. 2. The vehicle of claim 1, wherein the speed estimate correction is derived from an error, between an estimated speed of the impeller and a measured speed of the impeller, obtained while the motor is in torque control. 3. The vehicle of claim 1, wherein the torque command includes a feedforward component based on a driver-demanded torque, and a feedback component based on the speed estimate correction, wherein a magnitude of the torque command is equal to a sum of the feedforward component and the feedback component. 4. The vehicle of claim 3, wherein the feedback component is further based on an error between a target speed of the impeller and a measured speed of the impeller obtained while the motor is in speed control. 5. The vehicle of claim 1 further comprising an engine selectively connected to the motor via a disconnect clutch. 6. The vehicle of claim 5, wherein the controller is further configured to switch the motor from torque control to speed control in response to the engine being started. 7. The vehicle of claim 1 further comprising a transmission including an input shaft having the turbine disposed thereon. 8. The vehicle of claim 2, wherein the estimated speed of the impeller is based on a speed of the turbine. 9. The vehicle of claim 2, wherein the impeller is fixed to the motor, and further comprising a speed sensor disposed within the motor and configured to output a speed signal indicating a measured impeller speed. 10. A vehicle comprising: an engine having a crankshaft;an electric motor including a rotor selectively coupled to the crankshaft via a disconnect clutch and configured to operate in torque control and speed control;a transmission including a torque converter having an impeller, a turbine disposed on an input shaft of the transmission, and a bypass clutch configured to selectively transmit torque from the impeller to the turbine; anda controller configured to, in response to the motor switching from torque control to speed control, generate a torque command for the motor based on a speed estimate correction, for the impeller, generated while the motor is in torque control and the bypass clutch is open or slipping. 11. The vehicle of claim 10, wherein the speed estimate correction is derived from an error, between an estimated speed of the impeller and a measured speed of the impeller, obtained while the motor is in torque control. 12. The vehicle of claim 10, wherein the torque command includes a feedforward component based on a driver-demanded torque, and a feedback component based on the speed estimate correction, wherein a magnitude of the torque command is equal to a sum of the feedforward component and the feedback component. 13. The vehicle of claim 12, wherein the feedback component is further based on an error between a target speed of the impeller and a measured speed of the impeller obtained while the motor is in speed control. 14. The vehicle of claim 11, wherein the estimated speed of the impeller is based on a speed of the turbine. 15. The vehicle of claim 11 further comprising a speed sensor disposed within the motor and configured to output a speed signal indicating a measured impeller speed. 16. A vehicle comprising: an electric motor operable in torque control and speed control;a torque converter having an impeller, a turbine, and a bypass clutch; anda controller configured to, in response to the motor switching from torque control to speed control, generate a torque command for the motor that defines a magnitude derived from an error between measured and estimated speeds of the impeller obtained during torque control to prevent a spike in motor speed when the motor switches from torque control to speed control. 17. The hybrid powertrain of claim 16, wherein the controller is further configured to generate the torque command in response to the bypass clutch being open or slipping. 18. The hybrid powertrain of claim 16, wherein the torque command further includes a feedforward component having a magnitude derived from a driver-demanded torque. 19. The hybrid powertrain of claim 18, wherein the magnitude is equal to the feedforward component plus or minus a feedback component that is based on the error. 20. The hybrid powertrain of claim 19, wherein the feedback component is further based on a difference between a target impeller speed and a measured impeller speed obtained during speed control.