초록 ▼

A vehicle includes an engine having a crankshaft, a transmission, an electric machine, and at least one controller. The transmission includes a torque converter having a turbine fixed to a turbine shaft that is driveably connected to driven wheels of the vehicle. The torque converter includes an imp

A vehicle includes an engine having a crankshaft, a transmission, an electric machine, and at least one controller. The transmission includes a torque converter having a turbine fixed to a turbine shaft that is driveably connected to driven wheels of the vehicle. The torque converter includes an impeller and a bypass clutch configured to selectively lock the impeller and the turbine relative to each other. The electric machine includes a rotor selectively coupled to the crankshaft via a disconnect clutch and fixed to the impeller. The at least one controller is configured to generate a first torque command for the electric machine that defines a magnitude equal to driver-demanded torque while the bypass clutch is locked. The controller is further configured to, in response to a reduction in fluid pressure supplied to the bypass clutch, generate a second torque command for the electric machine that defines a magnitude equal to driver-demanded torque plus impeller inertia torque.

대표청구항 ▼

1. A vehicle comprising: an engine including a crankshaft;a transmission including a torque converter having a turbine fixed to a turbine shaft that is driveably connected to driven wheels of the vehicle, the torque converter further having an impeller and a bypass clutch configured to selectively l

1. A vehicle comprising: an engine including a crankshaft;a transmission including a torque converter having a turbine fixed to a turbine shaft that is driveably connected to driven wheels of the vehicle, the torque converter further having an impeller and a bypass clutch configured to selectively lock the impeller and the turbine relative to each other;an electric machine including a rotor selectively coupled to the crankshaft via a disconnect clutch and fixed to the impeller; andat least one controller configured to generate a first torque command for the electric machine that defines a magnitude equal to driver-demanded torque while the bypass clutch is locked, andin response to a reduction in fluid pressure supplied to the bypass clutch, generate a second torque command for the electric machine that defines a magnitude equal to driver-demanded torque plus impeller inertia torque. 2. The vehicle of claim 1, wherein the controller is further configured to generate a third torque command for the electric machine that defines a magnitude equal to a driver-demanded torque while the bypass clutch is open or slipping, and in response to an increase in fluid pressure supplied to the bypass clutch, generate a fourth torque command for the electric machine that defines a magnitude equal to driver-demanded torque minus impeller inertia torque. 3. The vehicle of claim 1, wherein the first torque command and the second torque command are adjacent in time to each other. 4. The vehicle of claim 1, wherein the driver-demanded torque during the first and second torque commands is a same value. 5. The vehicle of claim 1, wherein the inertia torque is based on an acceleration of the impeller during the reduction in fluid pressure and an inertia of the impeller. 6. The vehicle of claim 1, wherein the second torque command terminates in response to a fluid torque between the impeller and the turbine approximating the driver-demanded torque. 7. The vehicle of claim 6, wherein the controller is further configured to, in response to the fluid torque approximating the driver-demanded torque, generate a third torque command for the electric machine that defines a magnitude equal to the driver-demanded torque. 8. The vehicle of claim 1, where the magnitude of the second torque command is equal to the first torque command plus the impeller inertia torque. 9. A hybrid powertrain comprising: an engine;a motor selectively coupled to the engine;a transmission including a torque converter having an impeller and a turbine selectively fixed via a bypass clutch; anda controller configured to, in response to a reduction in torque capacity of the bypass clutch, increase a torque command to the motor by a magnitude equal to an inertia torque of the impeller during the reduction in torque capacity. 10. The hybrid powertrain of claim 9, wherein the controller is further configured to, in response to an increase in torque capacity of the bypass clutch, decrease the torque command to the motor by a magnitude equal to an inertia torque of the impeller during the increase in torque capacity. 11. The hybrid powertrain of claim 9, wherein the inertia torque is based on an acceleration of the impeller during the reduction in torque capacity and an inertia of the impeller. 12. The hybrid powertrain of claim 9, wherein the controller is further configured to, in response to the torque capacity of the bypass clutch being zero, reduce the torque command to the motor to a magnitude equal to a driver-demanded torque. 13. The hybrid powertrain of claim 9, wherein the inertia torque is based on a rate of change of the speed of the impeller. 14. The hybrid powertrain of claim 9 further comprising a disconnect clutch that selectively couples a crankshaft of the engine to a rotor of the motor. 15. The hybrid powertrain of claim 9, wherein the impeller is fixed to a crankshaft of the engine and the turbine is disposed on an input shaft of the transmission. 16. A method of controlling motor torque in a hybrid vehicle having an engine, a motor, and a torque converter with a bypass clutch that selectively locks an impeller to a turbine, the method comprising: generating a motor torque at a first magnitude when the bypass clutch is locked; andin response to a decrease in torque capacity of the bypass clutch, generating a motor torque at a second magnitude until the torque capacity approximates zero, wherein the difference between the second magnitude and the first magnitude approximates an inertia torque of the impeller during the decrease in torque capacity. 17. The method of claim 16 further comprising: generating a motor torque at a third magnitude when the bypass clutch is open or slipping; andin response to an increase in torque capacity of the bypass clutch, generating a motor torque at a fourth magnitude until the torque capacity approximates a driver-demanded torque, wherein the difference between the third magnitude and the fourth magnitude approximates an inertia torque of the impeller during the increase in torque capacity. 18. The method of claim 16 further comprising generating a command to start the engine, wherein the decrease in torque capacity is in response to the command to start the engine. 19. The method of claim 16, wherein the inertia torque is based on an acceleration of the impeller during the decrease in torque capacity and an inertia of the impeller. 20. The method of claim 16, wherein the engine and the motor are selectively coupled with a disconnect clutch, and further comprising closing the disconnect clutch in response to a request to start the engine, wherein the decrease in torque capacity is in response to the command to start the engine.