System and method for obtaining an adjustable accelerator pedal response in a vehicle powertrain

Abstract

The disclosed system and method changes a traction torque request in a vehicle powertrain with a driver-controlled vehicle accelerator pedal. A desired transfer function parameter in a powertrain control module is chosen by the driver to obtain a desired functional relationship between a traction torque request or a power plant torque request and accelerator pedal position.

Claims

1. A method for controlling a vehicle powertrain having a driver-operated vehicle accelerator pedal, comprising: selecting a transfer function shaping parameter; developing a second pedal position signal using an accelerator pedal position signal and a pedal position to pedal position signal transfer function shaped by the selected shaping parameter; and developing a vehicle wheel torque request based upon a pre-calibrated functional relationship between vehicle speed and vehicle wheel torque for the second pedal position signal.

2. The method set forth in claim 1 wherein developing a vehicle wheel torque request based upon a pre-calibrated functional relationship between vehicle speed and vehicle wheel torque comprises selecting the pre-calibrated functional relationship from multiple vehicle speed and vehicle wheel torque relationships based on the second pedal position signal.

3. A control system for controlling a power plant in a vehicle powertrain having a driver-operated vehicle accelerator pedal for commanding vehicle wheel torque by the vehicle driver, the system comprising: an accelerator pedal position sensor connected to the accelerator pedal for developing an accelerator position signal; a power plant controller; a first control module of the power plant controller being configured with a transfer function for converting accelerator position signals to pedal count electrical voltage pulses; a second control module of the power plant controller in electrical communication with the first control module; a vehicle speed sensor for developing a vehicle speed signal; the second control module being configured with processor memory registers in which there resides an accelerator pedal map of at least one functional relationship between wheel torque and vehicle speed for a given number of pedal count electrical voltage pulses; and a vehicle driver operated selector for selecting one of multiple shaping parameters for the transfer function whereby a wheel torque request following an accelerator pedal position change is modified.

4. The control system set forth in claim 3 wherein the first control module is characterized by a transfer function that is changed by selecting a shaping parameter whereby an increased wheel torque is effected in response to a given change in accelerator pedal position.

5. The control system set forth in claim 4 wherein the driver-operated selector is characterized by a driver-operated switch to select a shaping parameter.

6. The control system set forth in claim 5 wherein the switch is a driver operated sliding switch.

7. The control system set forth in claim 5 wherein the switch is a driver operated discrete switch.

8. The control system set forth in claim 5 wherein the power plant is an internal combustion engine and the power plant controller is an engine controller.

9. The control system set forth in claim 6 wherein the power plant is an internal combustion engine and the power plant controller is an engine controller.

10. The control system set forth in claim 7 wherein the power plant is an internal combustion engine and the power plant controller is an engine controller.

11. The control system set forth in claim 4 wherein the vehicle is a parallel hybrid electric vehicle with an electric motor, and the power plant is an engine, driving power being developed both by the engine and the motor under the control of the power plant controller.

12. The control system set forth in claim 4 wherein the vehicle is a series-hybrid electric vehicle with an electric motor, and the power plant is an engine, driving power being developed by the motor under the control of the power plant controller.

13. The control system set forth in claim 4 wherein the vehicle is a series-hybrid electric vehicle with a motor, the power plant being a fuel cell, driving power being developed by the motor under the control of the power plant controller.

14. A method for controlling a vehicle power plant in a vehicle powertrain having a driver-operated vehicle accelerator pedal whereby vehicle power plant torque can be commanded by the vehicle driver, the method comprising: developing an accelerator pedal position signal in response to adjusting the accelerator pedal; selecting a transfer function shaping parameter; monitoring power plant speed; developing a second pedal position signal using the accelerator pedal position signal and a pedal position to pedal position signal transfer function shaped by the selected shaping parameter; and developing a vehicle power plant torque request based upon a pre-calibrated functional relationship between power plant speed and power plant torque for a given second pedal position signal.

15. The method set forth in claim 14 wherein developing a vehicle power plant torque request based upon a pre-calibrated functional relationship between power plant speed and power plant torque comprises selecting the pre-calibrated functional relationship from multiple power plant speed and vehicle power plant torque relationships based on the second pedal position signal.

16. A control system for controlling a power plant in a vehicle powertrain having a driver-operated vehicle accelerator pedal for commanding vehicle power plant torque by the vehicle driver, the system comprising: an accelerator pedal position sensor connected to the accelerator pedal for developing an accelerator position signal; a power plant controller; a first control module of the power plant controller being configured with a transfer function for converting accelerator position signals to pedal count electrical voltage pulses; a second control module of the power plant controller in electrical communication with the first control module; a vehicle power plant speed sensor for developing a power plant speed signal; the second control module being configured with processor memory registers in which there resides an accelerator pedal map of at least one functional relationship between power plant torque and vehicle power plant speed for a given number of pedal count electrical voltage pulses; and a vehicle driver operated selector for selecting one of multiple shaping parameters for the transfer function whereby a power plant torque request following an accelerator pedal position change is modified.

17. The control system set forth in claim 16 wherein the first control module is characterized by a transfer function that is changed by selecting a shaping parameter whereby an increased power plant torque is effected in response to a given change in accelerator pedal position.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic diagram of a conventional vehicle powertrain (non-hybrid) that includes an internal combustion engine with an accelerator pedal wherein a wheel torque request, in response to a pedal position signal, is developed in a known fashion;

(2) FIG. 2 is a diagrammatic representation of a control system for the powertrain of FIG. 1 for developing a wheel torque request in response to a pedal position signal, wherein provision is made for changing a transfer function used in development of a pedal count for determining a wheel torque request, an engine torque or a motor torque request;

(3) FIG. 3 is a view of a control system, similar to the control system of FIG. 2, which is adapted for use in a parallel-hybrid electric vehicle powertrain;

(4) FIG. 4 is a view, similar to FIG. 2, which is adapted for use in a series-hybrid electric vehicle powertrain; and

(5) FIG. 5 is a view, similar to FIG. 2, which is adapted for use with a hydrogen fuel cell powertrain.

PARTICULAR DESCRIPTION OF AN EMBODIMENT OF THE INVENTION

(6) The system and method of the invention can be used for changing a response to an accelerator pedal adjustment for a vehicle powertrain having an engine with a so-called drive-by-wire throttle. The invention can be adapted for use with conventional vehicles having an internal combustion engine only as well as hybrid electric vehicles, wherein mechanical internal combustion engine power is complemented by electric motor power.

(7) FIG. 1 shows schematically a known system for a conventional (non-hybrid) powertrain for obtaining a wheel torque request in response to accelerator pedal movement. In the case of the system of FIG. 1, an accelerator pedal 10 develops a pedal position signal using a pedal position sensor 12. A pedal position signal 14 is received by control block 16, which represents controller memory registers that contain a pedal position to pedal count transfer function 18, which usually is generally linear as shown. The output of block 16 could also be an analog signal indicating percentage of pedal displacement. The output information for block 16 is transferred to controller memory registers that contain a pedal map 20. Inputs to pedal map 20 are vehicle speed and pedal position or pedal count. Vehicle speed used in pedal map 20 is monitored by vehicle speed sensor 21.

(8) Multiple wheel torque and vehicle speed relationships are plotted in the pedal map. The plot 22 represents a 100% pedal position. The plot shown at 24 represents a pedal position of zero. Plots intermediate the maximum and minimum plotted values are shown at 26 and 28. For every pedal count and vehicle speed, there will be a corresponding wheel torque request (command) output, as shown at 30. The wheel torque request is distributed to an electronic power plant controller (EPC) shown at 31. In the case of FIG. 1, the power plant may be an engine 34. The engine 34 responds to the wheel torque request by issuing a torque command to the engine, as shown at 35, for adjusting the throttle for the engine. If the power plant is an electric motor, a motor torque command is issued to the motor.

(9) For values of vehicle speed and wheel torque represented by a point not located on one of the plots shown in FIG. 1 in the pedal map 20, a wheel torque request can be obtained using a simple interpolation technique.

(10) FIG. 2 is a schematic diagram of a control system for a vehicle engine throttle control system that includes features of the present embodiment of the invention. Some of the elements illustrated in FIG. 1 are common to the schematic diagram of FIG. 2. They have been identified by the same reference numerals, although prime notations are added to the numerals of FIG. 2.

(11) FIG. 2 includes a pedal position to pedal count transfer function plot at 32. It shows a relationship between accelerator pedal position 14 and pedal count. A driver input at 33 actuates a sliding switch, or a discrete switch, shown at 36, whereby the driver can select a desired transfer function shape at plot 32. As previously explained, the switch can be replaced by adapting a known navigation system or information system with a driver interface that includes a display screen. If the driver wishes to use a high performance powertrain characteristic, a high performance transfer function can be selected using the input from the switch at 36. The particular plot of the transfer function that is chosen depends upon shaping parameters for the transfer function, which are pre-calibrated values stored in memory. Each value can be accessed by appropriately positioning the sliding switch (variable output switch) or by activating the discrete switch at 36.

(12) For a given displacement of the accelerator pedal, the driver selection is interpreted at 38, and a parameter is selected to obtain an appropriate transfer function at 40, which is modified compared to the function 18′ corresponding to function 18 in FIG. 1. Thus, the system shown in FIG. 2 will provide the driver with an opportunity to select a pedal feel by choosing a pre-calibrated shaping parameter at 40 in developing a wheel torque request.

(13) Maximum and minimum pedal count plots are included in pedal map 20′, as well as intermediate pedal count plots. If a given pedal count determined at 32 is not located on one of the plots in the pedal map 20′, a wheel torque request 30′, as previously described with reference to FIG. 1, can be determined by interpolation.

(14) Although a pedal count is illustrated in FIG. 2 as an indicator of pedal position, other kinds of variables, such as an analog pedal position signal, could be used.

(15) The pedal count or other pedal position information is an input to the pedal map 20′. A second input is a vehicle speed signal, as shown at 21′. The input also could be engine speed or motor speed. The pedal map, using the input speed information, will develop either a wheel torque request, an engine torque request or a motor torque request. The pedal map is stored in memory of a system controller, of which controller 31 is a part. Included in the memory is a calibrated relationship between engine speed and engine torque, which are the characteristic variables that would be included in the pedal map at 20′ if the feedback variable for controller 31 were an engine torque request rather than a wheel torque request. If the power plant is a motor, the feedback variable would be a motor torque request. In that case, the characteristic variables would be motor speed and motor torque request (MOT.Tq REQ).

(16) A second embodiment of the invention is shown in FIG. 3. This embodiment is a parallel-series hybrid electric vehicle powertrain in which motive power is obtained from an engine as well as an electric motor. Power demand by the driver of a vehicle with the powertrain illustrated in FIG. 3 is obtained by adjusting a pedal shown at 10′. The adjustment of the pedal is sensed by a pedal position sensor to develop a pedal position signal 14′. A wheel torque request is obtained from a control module 44 that contains a pedal position to a pedal count transfer function plot 32′ and a pedal map 20″, which correspond to the plot 32 and pedal map 20′ seen at FIG. 2.

(17) The wheel torque request at 42 is received by an electronic controller 46, which corresponds to the controller shown at 31 in FIG. 1. Unlike the controller 31 of FIG. 1, the controller 46 controls engine power as well as motor power for engine 48 and motor 50. Both engine power and motor power are delivered to the vehicle traction wheels, as shown at 52. Battery 54 is electrically coupled to motor 50 for powering the motor when the motor delivers power to the traction wheels. Regenerative energy can be captured by the motor so that the motor acts as a generator to charge the battery 54. When the battery state-of-charge is low, a portion of the engine power can be used to drive the motor so that the motor acts as a generator to charge the battery.

(18) FIG. 4 is an example of a series-hybrid electric vehicle powertrain that may embody the features of the present invention. In the case of FIG. 4, a pedal position signal is delivered to controller 44′ which includes a pedal position to pedal count transfer function plot and a pedal map, as shown at 32″ and 20″′. A wheel torque request is delivered, as shown at 42′, to electronic controller 46′. An engine 48′ and a motor 50′ are under the control of the controller 46′. The engine mechanically drives generator 56. The output of the generator 56 is combined with the power output of the battery 54′ to drive the motor 50′, which in turn mechanically drives the traction wheels.

(19) FIG. 5 shows a fuel cell powertrain in which a fuel cell system rather than an internal combustion engine is used. The overall configuration of the components of the fuel cell powertrain of FIG. 5 is similar to the configuration illustrated in FIG. 4 for the series-hybrid electric vehicle powertrain. Common numerals are used for corresponding components, although prime notations are added to the numerals used in FIG. 4. In the case of the fuel cell hybrid electric vehicle powertrain of FIG. 5, the output of the fuel cell system is combined with the battery power to drive the motor, which in turn mechanically drives the traction wheels. As in the case of FIG. 4, the motor 50″ may act as a generator to charge the battery in a regenerative drive mode.

(20) Although an embodiment of the invention has been disclosed, it will be apparent to persons skilled in the art that modifications may be made without departing from the scope of the invention. All such modifications and equivalents thereof are intended to be covered by the following claims.