RELATED APPLICATION

The present application claims the benefit of U.S. Provisional Application

No. 62/334,029 filed on May 10, 2016, which is incorporated herein by reference in its entirety.

BACKGROUND

Hybrid vehicles are enjoying increased popularity and acceptance due in large part to the cost of fuel for internal combustion engine vehicles. Such hybrid vehicles include both an internal combustion engine as well as an electric motor to propel the vehicle.

In current designs for both consuming as well as storing electrical energy, the rotary shaft from a combination electric motor/generator is coupled by a gear train or planetary gear set to the main shaft of an internal combustion engine. As such, the rotary shaft for the electric motor/generator unit rotates in unison with the internal combustion engine main shaft at the fixed gear ratio of the hybrid vehicle design.

These hybrid vehicle designs, however, have encountered several disadvantages. One disadvantage is that, since the ratio between the electric motor/generator rotary shaft and the internal combustion engine main shaft is fixed, e.g. 3 to 1, the electric motor/generator is rotatably driven at high speeds during a high speed revolution of the internal combustion engine. For example, in the situations where the ratio between the electric motor/generator rotary shaft and the internal combustion engine main shaft is 3 to 1 ; if the internal combustion engine is driven at high revolutions per minute of, e.g. 5,000 rpm, the electric motor/generator unit is driven at a rotation three times that amount, or 15,000 rpm. Such high speed revolution of the electric motor/generator thus necessitates the use of expensive components, e.g., bearings and brushes, to be employed to prevent damage to the electric motor/generator during such high speed operation.

A still further disadvantage of these hybrid vehicles is that the electric motor/generator unit achieves its most efficient operation, both in the sense of generating electricity and also providing additional power to the main shaft of the internal combustion engine, only within a relatively narrow range of revolutions per minute of the motor/generator unit. However, since the previously known hybrid vehicles utilized a fixed ratio between the motor/generator unit and the internal combustion engine main shaft, the motor/generator unit oftentimes operates outside its optimal speed range. As such, the overall hybrid vehicle operates at less than optimal efficiency. Therefore, there is a need for powertrain configurations that will improve the efficiency of hybrid vehicles.

SUMMARY

Provided herein is a computer-implemented system for a vehicle having an engine, a battery system, a first motor/generator, and a second motor/generator, each motor/generator operably coupled to a ball-planetary variator (CVP), the computer- implemented system having: a digital processing device including an operating system configured to perform executable instructions and a memory device; a computer program including instructions executable by the digital processing device to create an application configured to manage a plurality of driving conditions, the computer program having a hybrid supervisory controller; a plurality of signals from a variety of sensors configured to monitor vehicle parameters including: CVT input speed, CVT mode, engine torque, accelerator pedal position, variator (CVP) speed ratio, and battery charge; wherein the hybrid supervisory controller includes a plurality of software modules configured to optimize a powersplit between a mechanical powerpath and an electrical powerpath based at least in part on the vehicle parameters monitored by the plurality of signals from the variety of sensors.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in this specification are herein incorporated by reference to the same extent as if each individual publication, patent, or patent application was specifically and individually indicated to be incorporated by reference. BRIEF DESCRIPTION OF THE DRAWINGS Novel features of the preferred embodiments are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present embodiments will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the preferred embodiments are utilized, and the accompanying drawings of which:

Figure 1 is a side sectional view of a ball-type variator.

Figure 2 is a plan view of a carrier member that is optionally used in the variator of Figure 1.

Figure 3 is an illustrative view of different tilt positions of the ball-type variator of Figure 1.

Figure 4 is a schematic diagram of a hybrid powerpath having a planetary gear system.

Figure 5 is another schematic diagram of a hybrid powerpath having a planetary gear system.

Figure 6 is another schematic diagram of a hybrid powerpath having a planetary gear system.

Figure 7 is a top level block diagram of the input/output interfaces to the hybrid supervisory controller.

Figure 8 is a block diagram of a top-level mode arbitration state machine.

Figure 9 is a block diagram of a hybrid supervisory overall control module.

Figures 10a- 10b are charts depicting ideal operating lines (IOL) of an exemplary engine.

Figure 11 is a block diagram of a multi-mode arbitrator module used in the hybrid supervisory control module of Figure 9.

Figure 12 is a flow chart depicting a control process implemented in the multi- mode arbitrator module of Figure 11.

Figure 13 is a flow chart depicting another control process implemented in the multi-mode arbitrator module of Figure 11.

Figure 14 is a lever diagram depicting a hybrid powertrain having a ball planetary continuously variable transmission, two planetary gear sets, two motor- generators, and four clutches. Figure 15 is a lever diagram depicting the hybrid powertrain of Figure 14.

Figure 16 is a lever diagram depicting an operating mode of the hybrid powertrain of Figure 14.

Figures 17a- 17b are plots of mode shift points commanded by the hybrid supervisory controller of Figure 7.

Figures 18a- 18b are lever diagrams depicting another hybrid powertrain capable of implementing control systems described herein.

Figure 19 is a chart depicting operation of the hybrid powertrain depicted in Figure 18.

Figure 20 is a block diagram of another embodiments of a hybrid supervisory overall control module.

Figure 21 is a block diagram of a ratio control module that is implementable in the hybrid supervisory overall control module of Figure 9 and Figure 20.

Figure 22 is a block diagram of another ratio control module that is

implementable in the hybrid supervisory overall control module of Figure 9 and Figure 20.

Figure 23 is a free body diagram of a representative ball-type variator indicating force and torque balances that are used to generate a Newton-Euler model. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The preferred embodiments described below relate to powertrain configurations and architectures that are optionally used in hybrid vehicles. The powertrain and/or drivetrain configurations used a ball planetary style continuously variable transmission, such as the VariGlide ^® , in order to couple power sources used in a hybrid vehicle, for example, combustion engines (internal or external), motors, generators, batteries, and gearing.

A typical ball planetary variator continuously variable transmission (CVT) design, such as that described in United States Patent Publication No. 2008/0121487 and in United States Patent No. 8,469,856, both incorporated herein by reference, represents a rolling traction drive system, transmitting forces between the input and output rolling surfaces through shearing of a thin fluid film. The technology is called Continuously Variable Planetary (CVP) due to its analogous operation to a planetary gear system. The system consists of an input disc (ring) driven by the power source, an output disc (ring) driving the CVP output, a set of balls fitted between these two discs and a central sun, as illustrated in Figure 1. The balls are able to rotate around their own respective axle by the rotation of two carrier disks at each end of the set of ball axles. The system is also referred to as the Ball-Type Variator.

The preferred embodiments will now be described with reference to the accompanying figures, wherein like numerals refer to like elements throughout. The terminology used in the descriptions below is not to be interpreted in any limited or restrictive manner simply because it is used in conjunction with detailed descriptions of certain specific embodiments. Furthermore, embodiments optionally include several novel features, no single one of which is solely responsible for its desirable attributes or which is essential to practicing the embodiments described.

Provided herein are configurations of CVTs based on a ball type variators, also known as CVP, for continuously variable planetary. Basic concepts of a ball type Continuously Variable Transmissions are described in United States Patent No.

8,469,856 and 8,870,711 incorporated herein by reference in their entirety. Such a CVT, adapted herein as described throughout this specification, includes a number of balls (planets, spheres) 1, depending on the application, two ring (disc) assemblies with a conical surface contact with the balls, as first traction ring 2 and second traction ring 3, and an idler (sun) assembly 4 as shown on FIG. 1. Sometimes, the first traction ring 2 is referred to in illustrations and referred to in text by the label "Rl". The second traction ring 3 is referred to in illustrations and referred to in text by the label "R2". The idler (sun) assembly is referred to in illustrations and referred to in text by the label "S". The balls are mounted on tiltable axles 5, themselves held in a carrier (stator, cage) assembly having a first carrier member 6 operably coupled to a second carrier member 7 (FIG. 2). Sometimes, the carrier assembly is denoted in illustrations and referred to in text by the label "C". These labels are collectively referred to as nodes ("Rl", "R2", "S", "C"). The first carrier member 6 optionally rotates with respect to the second carrier member 7, and vice versa. In some embodiments, the first carrier member 6 is optionally substantially fixed from rotation while the second carrier member 7 is configured to rotate with respect to the first carrier member, and vice versa. In some embodiments, the first carrier member 6 is optionally provided with a number of radial guide slots 8. The second carrier member 7 is optionally provided with a number of radially offset guide slots 9 (FIG. 2). The radial guide slots 8 and the radially offset guide slots 9 are adapted to guide the tiltable axles 5. The axles 5 are optionally adjusted to achieve a desired ratio of input speed to output speed during operation of the CVT. In some embodiments, adjustment of the axles 5 involves control of the position of the first and second carrier members to impart a tilting of the axles 5 and thereby adjusts the speed ratio of the variator. Other types of ball CVTs also exist, like the one produced by Milner, but are slightly different.

The working principle of such a CVP of FIG. 1 is shown on FIG. 3. The CVP itself works with a traction fluid. The lubricant between the ball and the conical rings acts as a solid at high pressure, transferring the power from the input ring, through the balls, to the output ring. By tilting the balls' axes, the ratio is changed between input and output. When the axis is horizontal the ratio is one, illustrated in FIG. 3, when the axis is tilted the distance between the axis and the contact point change, modifying the overall ratio. All the balls' axes are tilted at the same time with a mechanism included in the carrier and/or idler. Embodiments disclosed here are related to the control of a variator and/or a CVT using generally spherical planets each having a tiltable axis of rotation that is adjusted to achieve a desired ratio of input speed to output speed during operation. In some embodiments, adjustment of said axis of rotation involves angular misalignment of the planet axis in a first plane in order to achieve an angular adjustment of the planet axis in a second plane that is substantially perpendicular to the first plane, thereby adjusting the speed ratio of the variator. The angular misalignment in the first plane is referred to here as "skew", "skew angle", and/or "skew condition". In one embodiment, a control system coordinates the use of a skew angle to generate forces between certain contacting components in the variator that will tilt the planet axis of rotation. The tilting of the planet axis of rotation adjusts the speed ratio of the variator.

As used here, the terms "operationally connected," "operationally coupled", "operationally linked", "operably connected", "operably coupled", "operably linked," and like terms, refer to a relationship (mechanical, linkage, coupling, etc.) between elements whereby operation of one element results in a corresponding, following, or simultaneous operation or actuation of a second element. It is noted that in using said terms to describe inventive embodiments, specific structures or mechanisms that link or couple the elements are typically described. However, unless otherwise specifically stated, when one of said terms is used, the term indicates that the actual linkage or coupling optionally take a variety of forms, which in certain instances will be readily apparent to a person of ordinary skill in the relevant technology.

For description purposes, the term "radial" is used here to indicate a direction or position that is perpendicular relative to a longitudinal axis of a transmission or variator. The term "axial" as used here refers to a direction or position along an axis that is parallel to a main or longitudinal axis of a transmission or variator. For clarity and conciseness, at times similar components labeled similarly (for example, a control piston 123 A and a control piston 123B) will be referred to collectively by a single label (for example, control pistons 123).

It should be noted that reference herein to "traction" does not exclude applications where the dominant or exclusive mode of power transfer is through "friction." Without attempting to establish a categorical difference between traction and friction drives here, generally these are optionally understood as different regimes of power transfer. Traction drives usually involve the transfer of power between two elements by shear forces in a thin fluid layer trapped between the elements. The fluids used in these applications usually exhibit traction coefficients greater than conventional mineral oils. The traction coefficient (μ) represents the maximum available traction force which would be available at the interfaces of the contacting components and is the ratio of the maximum available drive torque per contact force. Typically, friction drives generally relate to transferring power between two elements by frictional forces between the elements. For the purposes of this disclosure, it should be understood that the CVTs described herein optionally operate in both tractive and frictional

applications. For example, in the embodiment where a CVT is used for a bicycle application, the CVT optionally operates at times as a friction drive and at other times as a traction drive, depending on the torque and speed conditions present during operation.

Referring now to FIG. 4, in some embodiments using a continuously variable

CVP 100 as described previously in Figures 1-3, a hybrid powertrain architecture is shown with a fixed ratio planetary powertrain 40, having a first ring (Rl) 41, a second ring (R2) 42, a sun (S) 43, and a carrier (C) 45, wherein an internal combustion engine (ICE) is coupled to a fixed carrier 45 planetary. A first motor/generator MGl is configured to control speed/power. The first motor/generator MGl in the embodiment of FIG. 4 is inside the CVP 100 cam drivers, sometimes referred to as axial force generators operably coupled to the first traction ring 41 and the second traction ring 43. In some embodiments, the first motor/generator MGl operates at speeds as high as 30,000 rpm to 40,000 rpm. One of skill in the art will recognize that the first motor/generator, MGl, is optionally configured to be small in size for its relative power. A second motor/generator, MG2, is configured to control torque. The second motor/generator MG2 drive layout of FIG. 4 may not take advantage of the CVP 100 multiplication in some embodiments, although in some embodiments it may optionally do so.

Passing to FIG. 5, in some embodiments using a CVP 100 as described previously, a hybrid vehicle is shown with a fixed ratio planetary powertrain 50, having a first ring (Rl) 51, a second ring (R2) 52, a sun (S) 53, and a carrier (C) 55, having an ICE arranged on a high inertia powerpath. The embodiment of FIG. 5 includes a fixed carrier. In some embodiments, an infinitely variable transmission having a rotatable carrier is coupled to the ICE to enable reverse operation and vehicle launch. The first motor/generator, MGl, is configured to control speed/power. The second

motor/generator, MG2, is configured to control torque. The ICE is configured to operate in a high inertia powerpath. The ICE is arranged to react inertias of the first motor/generator MGl and the second motor/generator MG2 under driving conditions of the vehicle. In some embodiments, the ICE operates at high speeds similar to those speeds typical of a gas turbine. In some embodiments, a step up gear is coupled to the ICE to provide a high speed input to the system.

Turning now to FIG. 6, in some embodiments using a CVP, a hybrid vehicle is shown with a fixed ratio planetary powertrain 60, having a first ring (Rl) 61, a second ring (R2) 62, a sun (S) 63, and a carrier (C) 65, having an ICE arranged on a high speed powerpath and configured to react with the first motor/generator, MGl, and the second motor/generator, MG2, during operation. The embodiment of FIG. 6 includes a fixed carrier. The ICE is configured to operate in a high speed powerpath. The ICE is arranged to react the first motor/generator MGl and the second motor/generator MG2 during driving conditions. The ICE can optionally be a very high speed input, such as a gas turbine, or the ICE is optionally coupled to a step up gear.

Embodiments disclosed herein are directed to control systems for a hybrid vehicle powertrain architectures and/or configurations that incorporate a CVP as a power split system in place of a regular planetary, and/or CVP used as a mechanical beltless CVT with one or more planetary gears functioning as power divider or summer, leading to a continuously variable power split system where series, parallel or series-parallel, hybrid electric vehicle (HEV) or electric vehicle (EV) modes are optionally obtained. The core element for controlling the power transmitted through the powertrain is the CVP, which functions in a first mode ("e-CVT") as a continuously variable planetary gear split differential with all four of its nodes (Rl, R2, C, and S) being variable, and functions in a second mode ("m-CVT") as a mechanical continuously variable transmission, where at least one of the CVP nodes is a grounded member. During operation, in some embodiments, distribution of a rotational input power, sometimes referred to herein as "power split", "torque split", or "load split", is controlled through adjustment of the CVP speed ratio. For example, when the CVP speed ratio is 1 : 1 , the machine connected to R2 will receive a specific fraction of input torque. In overdrive (speed ratio >1) or underdrive (speed ratio <1) the machine connected to R2 will receive a different fraction of input torque. In some applications, the amount of input torque delivered to R2 is greater than 100% and the system will be regenerative.

It should be noted that hydro-mechanical components such as hydromotors, pumps, accumulators, among others, are optionally used in place of the electric machines indicated in the figures and accompanying textual description. Furthermore, it should be noted that embodiments of hybrid supervisory controllers that choose the path of highest efficiency from engine to wheel, lead to the creation of hybrid powertrains that will operate at the best potential overall efficiency point in any mode and also provide torque variability, thereby leading to the optimal combination of powertrain performance and fuel efficiency. It should be understood that hybrid vehicles incorporating embodiments of the hybrid architectures disclosed herein optionally include a number of other powertrain components, such as, but not limited to, high- voltage battery pack with a battery management system or ultracapacitor, on- board charger, DC-DC converters, a variety of sensors, actuators, and controllers, among others.

For description purposes, the terms "prime mover", "engine," and like terms, are used herein to indicate a power source. Said power source is optionally fueled by energy sources including hydrocarbon, electrical, biomass, solar, geothermal, hydraulic, and/or pneumatic to name but a few. Although typically described in a vehicle or automotive application, one skilled in the art will recognize the broader applications for this technology and the use of alternative power sources for driving a transmission having this technology. For description purposes, the terms "electronic control unit", "ECU", "Driving Control Manager System" or "DCMS" are used interchangeably herein to indicate a vehicle's electronic system that controls subsystems monitoring or commanding a series of actuators on an internal combustion engine to ensure optimal engine performance. It does this by reading values from a multitude of sensors within the engine bay, interpreting the data using multidimensional performance maps (called lookup tables), and adjusting the engine actuators accordingly. Before ECUs, air-fuel mixture, ignition timing, and idle speed were mechanically set and dynamically controlled by mechanical and pneumatic means.

Those of skill will recognize that brake position and throttle position sensors are optionally electronic, and in some cases, well-known potentiometer type

sensors. These sensors are capable of providing a voltage or current signal that is indicative of a relative rotation and/or compression/depression of driver control pedals, for example, brake pedal and/or throttle pedal. Often, the voltage signals transmitted from the sensors are scaled. A convenient scale used in the present application as an illustrative example of one implementation of the control system uses a percentage scale 0-100%, where 0% is indicative of the lowest signal value, for example a pedal that is not compressed, and 100% is indicative of the highest signal value, for example a pedal that is fully compressed. There are optional implementations of the control system where the brake pedal is effectively fully engaged with a sensor reading of 20%- 100%. Likewise, a fully engaged throttle pedal optionally corresponds to a throttle position sensor reading of 20%-100%. The sensors, and associated hardware for transmitting and calibrating the signals, are capable of being selected in such a way as to provide a relationship between the pedal positions and signal to suit a variety of implementations. Numerical values given herein are included as examples of one implementation and not intended to imply limitation to only those values. For example, a minimum detectable threshold for a brake pedal position is optionally 6% for a particular pedal hardware, sensor hardware, and electronic processor. Whereas an effective brake pedal engagement threshold is optionally 14%, and a maximum brake pedal engagement threshold optionally begins at or about 20% compression. As a further example, a minimum detectable threshold for an accelerator pedal position is optionally 5% for a particular pedal hardware, sensor hardware, and electronic processor. Similar or completely different pedal compression threshold values for effective pedal engagement and maximum pedal engagement optionally also apply for the accelerator pedal.

Those of skill will recognize that the various illustrative logical blocks, modules, circuits, strategies, schemes, and algorithm steps described in connection with the embodiments disclosed herein, including with reference to the transmission control system described herein, for example, is optionally implemented as electronic hardware, software stored on a computer readable medium and executable by a processor, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, strategies, schemes, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans could implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present embodiments. For example, various illustrative logical blocks, modules, strategies, schemes, and circuits described in connection with the embodiments disclosed herein is optionally

implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor is optionally a

microprocessor, but in the alternative, the processor is optionally any conventional processor, controller, microcontroller, or state machine. A processor is also optionally implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Software associated with such modules optionally resides in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD- ROM, or any other suitable form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor is capable of reading information from, and writing information to, the storage medium. In the alternative, the storage medium is optionally integral to the processor. The processor and the storage medium optionally reside in an ASIC. For example, in some embodiments, a controller for use of control of the CVT includes a processor (not shown).

Certain Definitions

Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the preferred embodiments belong. As used in this specification and the appended claims, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Any reference to "or" herein is intended to encompass "and/or" unless otherwise stated.

Digital Processing Device

In some embodiments, the Control System for a Vehicle equipped with an infinitely variable transmission described herein includes a digital processing device, or use of the same. In further embodiments, the digital processing device includes one or more hardware central processing units (CPU) that carry out the device's functions. In still further embodiments, the digital processing device further includes an operating system configured to perform executable instructions. In some embodiments, the digital processing device is optionally connected a computer network. In further embodiments, the digital processing device is optionally connected to the Internet such that it accesses the World Wide Web. In still further embodiments, the digital processing device is optionally connected to a cloud computing infrastructure. In other embodiments, the digital processing device is optionally connected to an intranet. In other embodiments, the digital processing device is optionally connected to a data storage device.

In accordance with the description herein, suitable digital processing devices include, by way of non-limiting examples, server computers, desktop computers, laptop computers, notebook computers, sub-notebook computers, netbook computers, netpad computers, set-top computers, media streaming devices, handheld computers, Internet appliances, mobile smartphones, tablet computers, and vehicles. Those of skill in the art will recognize that many smartphones are suitable for use in the system described herein. Suitable tablet computers include those with booklet, slate, and convertible configurations, known to those of skill in the art.

In some embodiments, the digital processing device includes an operating system configured to perform executable instructions. The operating system is, for example, software, including programs and data, which manages the device's hardware and provides services for execution of applications. Those of skill in the art will recognize that suitable server operating systems include, by way of non-limiting examples, FreeBSD, OpenBSD, NetBSD®, Linux, Apple® Mac OS X Server®, Oracle® Solaris®, Windows Server®, and Novell® NetWare®. Those of skill in the art will recognize that suitable personal computer operating systems include, by way of non-limiting examples, Microsoft® Windows®, Apple® Mac OS X®, UNIX®, and UNIX-like operating systems such as GNU/Linux®. In some embodiments, the operating system is provided by cloud computing. Those of skill in the art will also recognize that suitable mobile smart phone operating systems include, by way of non- limiting examples, Nokia® Symbian® OS, Apple® iOS®, Research In Motion® BlackBerry OS®, Google® Android®, Microsoft® Windows Phone® OS, Microsoft® Windows Mobile® OS, Linux®, and Palm® WebOS®. Those of skill in the art will also recognize that suitable media streaming device operating systems include, by way of non-limiting examples, Apple TV®, Roku®, Boxee®, Google TV®, Google Chromecast®, Amazon Fire®, and Samsung® HomeSync®.

In some embodiments, the device includes a storage and/or memory device. The storage and/or memory device is one or more physical apparatuses used to store data or programs on a temporary or permanent basis. In some embodiments, the device is volatile memory and requires power to maintain stored information. In some embodiments, the device is non-volatile memory and retains stored information when the digital processing device is not powered. In further embodiments, the non- volatile memory includes flash memory. In some embodiments, the non- olatile memory includes dynamic random-access memory (DRAM). In some embodiments, the non- volatile memory includes ferroelectric random access memory (FRAM). In some embodiments, the non-volatile memory includes phase-change random access memory (PRAM). In other embodiments, the device is a storage device including, by way of non-limiting examples, CD-ROMs, DVDs, flash memory devices, magnetic disk drives, magnetic tapes drives, optical disk drives, and cloud computing based storage. In further embodiments, the storage and/or memory device is a combination of devices such as those disclosed herein.

In some embodiments, the digital processing device includes a display to send visual information to a user. In some embodiments, the display is a cathode ray tube (CRT). In some embodiments, the display is a liquid crystal display (LCD). In further embodiments, the display is a thin film transistor liquid crystal display (TFT-LCD). In some embodiments, the display is an organic light emitting diode (OLED) display. In various further embodiments, on OLED display is a passive-matrix OLED (PMOLED) or active-matrix OLED (AMOLED) display. In some embodiments, the display is a plasma display. In other embodiments, the display is a video projector. In still further embodiments, the display is a combination of devices such as those disclosed herein.

In some embodiments, the digital processing device includes an input device to receive information from a user. In some embodiments, the input device is a keyboard. In some embodiments, the input device is a pointing device including, by way of non- limiting examples, a mouse, trackball, track pad, joystick, or stylus. In some embodiments, the input device is a touch screen or a multi-touch screen. In other embodiments, the input device is a microphone to capture voice or other sound input. In other embodiments, the input device is a video camera or other sensor to capture motion or visual input. In further embodiments, the input device is a Kinect, Leap Motion, or the like. In still further embodiments, the input device is a combination of devices such as those disclosed herein. Non-transitory computer readable storage medium

In some embodiments the Control System for a Vehicle equipped with an infinitely variable transmission disclosed herein includes one or more non-transitory computer readable storage media encoded with a program including instructions executable by the operating system of an optionally networked digital processing device. In further embodiments, a computer readable storage medium is a tangible component of a digital processing device. In still further embodiments, a computer readable storage medium is optionally removable from a digital processing device. In some embodiments, a computer readable storage medium includes, by way of non- limiting examples, CD-ROMs, DVDs, flash memory devices, solid state memory, magnetic disk drives, magnetic tape drives, optical disk drives, cloud computing systems and services, and the like. In some cases, the program and instructions are permanently, substantially permanently, semi-permanently, or non-transitorily encoded on the media.

Computer program

In some embodiments, the Control System for a Vehicle equipped with an infinitely variable transmission disclosed herein includes at least one computer program, or use of the same. A computer program includes a sequence of instructions, executable in the digital processing device's CPU, written to perform a specified task. Computer readable instructions are optionally implemented as program modules, such as functions, objects, Application Programming Interfaces (APIs), data structures, and the like, that perform particular tasks or implement particular abstract data types. In light of the disclosure provided herein, those of skill in the art will recognize that a computer program is optionally written in various versions of various languages.

The functionality of the computer readable instructions are optionally combined or distributed as desired in various environments. In some embodiments, a computer program includes one sequence of instructions. In some embodiments, a computer program includes a plurality of sequences of instructions. In some embodiments, a computer program is provided from one location. In other embodiments, a computer program is provided from a plurality of locations. In various embodiments, a computer program includes one or more software modules. In various embodiments, a computer program includes, in part or in whole, one or more web applications, one or more mobile applications, one or more standalone applications, one or more web browser plug-ins, extensions, add-ins, or add-ons, or combinations thereof.

In reference to FIGS. 7-22, embodiments of supervisory controllers for hybrid powertrains incorporating a CVP includes a plurality of estimators. Estimators generally are control strategy computations configured to be state observers that calculate additional estimations to determine the state of the hybrid-electric vehicle (HEV) and other components based on information from sensors & CAN (controller area network). In some embodiments, the supervisory controller includes a top-level mode arbitrator for charge sustain and charge deplete based on the high voltage pack state of charge (SOC), state of health (temperature etc.), engine, CVP and brake operation in addition to driver demand monitoring in the form of accelerator & brake pedal positions. In some embodiments, the electric vehicle (EV) & HEV mode arbitrations that include series, parallel & series-parallel modes are based on current powertrain configuration (for example clutch actuation, ratio change etc.). The mode arbitrator implements feedback mechanically (for example, pressure, position, among others) or electrically (current, voltage, among others) to control clutch actuation for hybrid powertrain architecture embodiments including a clutch. In some embodiments, electric machine controls in the form of torque, speed or other form of electrical controls depending on the hybrid (EV/HEV) mode are provided by the hybrid supervisory controller. The hybrid supervisory controller optionally provides torque split for the machines based on driver demand, machine limits, accessory load, NVH (noise-vibration-harshness) requirements, efficiency optimization, and other vehicle requirements as described in Figures below. In some embodiments, regenerative braking controls based on brake light switch information from the brake controller, and use of an optimum CVP ratio that is capable of regenerating at optimum overall efficiencies and other vehicle requirements (machine limit, high voltage pack limit, deceleration requirements etc.) are performed by the hybrid supervisory controller.

In some embodiments, the hybrid supervisory controller is optionally configured to interface with an engine controller (ECU) in the form of throttle controls and fueling control for gasoline engines. Other engine types include some form of torque management control for the engine. Clutch controls for smooth engagement & disengagement of clutches are optionally configured in the hybrid supervisory controller. Additionally, the hybrid supervisory controller is optionally configured to include key on/ignition on power on & off controls, faults & diagnostics checks, gear shifter or PRNDL interface, high voltage wake up sequence controls, high voltage on checks, machine direction controls based on PRNDL position, DC-DC turn on, accessory and cooling system controls. Charger controls for plug-in hybrid electric vehicle (PHEV) type vehicles are optionally configured as part of the hybrid supervisory controller. Cooling system for electric machines and battery pack control are optionally configured in the hybrid supervisory controller.

In some embodiment, the hybrid supervisory controller includes a state machine for mode transition and verification that desired mode is achieved. In some

embodiments, HEV powertrain mode hysteresis protection and CVP ratio variation along with hysteresis protection shall are optionally included in the hybrid supervisory controller. Fault detection & recovery strategy specifically for HEV powertrain (including CVP related faults) is optionally included in the hybrid supervisory controller. Filtering capabilities for noise elimination in sensing systems specific to the HEV/PHEV drivetrain is optionally implemented in the hybrid supervisory controller.

During operation of a vehicle implementing the hybrid supervisory controller, a control strategy for maximum overall efficiency is implemented using a cost function, a calibratable map readable from memory, or a physics-based estimation forming the basis for maximum overall HEV drivetrain efficiency since engine, machine & pack efficiency data is typically known or estimated. It should be appreciated, that a downsized engine is operated along the ideal operating line (IOL), discussed in more detail in reference to FIG. 10, for lowest brake specific fuel consumption (BSFC) in charge sustain mode normally, since the engine is the component that provides the maximum efficiency improvement (CVP efficiency is also accounted). However, the hybrid supervisory controller described herein is optionally configured to select the torque split of the hybrid powertrain based on driver demand and overall efficiency. Stated differently, the hybrid supervisory controller selects the CVP ratio that provides the maximum overall efficiency. Feedback controls (for example, speed feedback) are optionally configured to confirm the actual CVP ratio. Combinations of feedback and feedforward controls are applied so as to provide look-ahead functionality in addition to closed loop controls. The feedforward gain term is optionally adjusted based on torque split within the CVP to obtain the desired response of the powertrain to satisfy noise- vehicle-harshness (NVH) or drivetrain harmonic requirements. Learning/ Adaptive controls are optionally implemented so that the CVP system performs at it optimal level.

In some embodiments, the hybrid supervisory controller is optionally configured for use in series-parallel hybrid vehicles where the engine is operated on IOL of lowest BSFC when possible. The primary traction motor provides additional torque to the wheels, the generator provides charge sustain for the battery system, the CVP is configured to operate at the desired ratio for achieving the highest overall efficiency in the event of no fault in the system or derate of power is requested. The charge and discharge loss estimation for the high voltage paths are accounted for in the form of estimators, for example, accessory loss estimation. Adaptive controls are implemented in the hybrid supervisory controller to learn from an undesirable ratio change that did not provide the higher overall efficiency expected. Adaptive controls are optionally configured to run in conjunction with other prognostics/diagnostics code. Closed loop/feedback controls are implemented to ensure that the hybrid powertrain is operating at the desired torque split ratio and/or speed ratio.

Referring now to FIG. 7, in some embodiments a hybrid supervisory controller 200 is adapted to receive a plurality of input signals obtained from sensors equipped on the vehicle, and deliver a plurality of output signals to actuators and controllers provided on the vehicle. For example, the hybrid supervisory controller 200 is configured to receive signals from an accelerator pedal position sensor 210, a brake pedal position sensor 220, and a number of CVP sensors 230. The CVP sensors 230 optionally include input speed sensors, actuator position sensor, temperature sensors, and torque sensors, among others. The hybrid supervisory controller 200 receives a number of input signals from vehicle sensors 240. For example, the vehicle sensors 240 include, but are not limited to, battery state of charge (SOC), motor speed sensor, generator speed sensor, engine speed sensor, engine torque sensor, and a number of temperature sensors, among others. The hybrid supervisory controller 200 performs a number of calculations based at least in part on the input signals to thereby generate the output signals. The output signals are received by a number of control modules equipped on the vehicle. For example, the hybrid supervisory controller 200 is configured to communicate with a CVT control module 250, a motor/generator/inverter control module 260, a clutch actuator module 270, a brake control module 280, an engine control module 290, a battery management system (BMS) high voltage control module 300, a body control module 310, among other control modules 320 equipped on the vehicle. It should be appreciated that the motor/generator/inverter control module 260 is optionally configured with a number of submodules to perform control functions for those components. The hybrid supervisory controller 200 is adapted to be in communication with an accessory actuator module 330. In some embodiments, the hybrid supervisory controller 200 is optionally configured to communicate a DC-DC inverter module 340 and a wall charger module 350, among other actuator control modules 360. It should be appreciated that the hybrid supervisory controller 200 is adapted to communicate with a number of vehicle controllers via CAN interface or direct electric connection. In some embodiments, the hybrid supervisory controller 200 is adapted to interface with a typical electric grid configured to supply electrical energy from a source to a consumer.

Turning now to FIG. 8, a top level mode transition state machine 400 is depicted. The state machine 400 is configured to receive a number of signals. For example, input signals optionally include vehicle velocity, battery state of charge, mode hysteresis timer, faults and diagnostic checks, electric machine limits, BMS limits, driver demand, engine IOL, warmup and emissions targets, cooling requirements, accessory loads, CVP ratio for desired powersplit, noise vehicle harshness (NVH) limits, among others. It should be appreciated that input signals to the hybrid supervisory controller 200 are information from sensors and CAN information. In some embodiments, the top level mode transition state machine 400 is optionally configured to receive input signals from sensors, CAN information, or estimators. In some embodiments, estimators are observers or virtual sensors implemented in the hybrid supervisory controller 200. The state machine 400 includes a charge

sustain/deplete mode 410, a desired mode 420, and a new mode 430.

During operation of a vehicle that implements the hybrid supervisory controller 200, adjusting the CVP ratio to obtain the highest overall efficiency of the drivetrain is described. The e-CVT architecture has the CVP functioning as a planetary differential with no nodes kinematically constrained. The torque splits in the system are dependent on the CVP ratio, but the speeds of the engine & electric machines are capable of floating. Optimizing for highest overall efficiencies of the engine & electric machines is thereby possible because the speeds are capable of floating and also because the speed ratio of the CVP are capable of being adjusted for optimal efficiency. The m- CVT architecture has the CVP functioning as a mechanical power transmission with at least one node kinematically constrained or grounded.

Referring now to FIG. 9, in some embodiments, the hybrid supervisory controller 200 includes a driver demand module 500. The driver demand module 500 is configured to receive a number of signals from vehicles sensors, for example, the vehicle sensors 240, the accelerator pedal position sensor 210, and the brake pedal position sensor 220, among others. The driver demand module 500 is configured to execute software instructions to assess the desired vehicle performance requested by the operator of the vehicle. The driver demand module 500 is in communication with the power management control module 501. The power management control module 501 includes an engine IOL module 502, a maximum overall efficiency module 503, a maximum overall performance module 504, and a weighted efficiency and performance module 523. The power management control module 501 is in communication with a real time optimization module 505. The real time optimization module 505 is configured to include a number of sub-modules adapted to execute software algorithms such as optimizers, estimators, and observers, among others, which perform dynamic estimations in real time to compute optimal powertrain state that then acts as a driving input to a powertrain state machine, for example the top level mode transition state machine 400, among others not shown.

In some embodiments, the optimization module 505 includes an ideal engine power demand sub-module 506. The ideal engine power demand sub-module 506 is configured to determine ideal operating conditions for the engine. The real time optimization module 505 includes an ideal motor power demand sub-module 507. The ideal motor power demand sub-module 507 is adapted to determine the ideal operating conditions for the motor or motors equipped on the vehicle. The real time optimization module 505 includes an ideal battery demand sub-module 508. The ideal battery demand sub-module 508 is configured to be in communication with a battery management system (BMS), for example BMS high voltage control module 300, and provides feedback to the power management control module 501 for CVP ratio control based on continuous power requirements and cooling load of the battery system equipped in the vehicle. The real time optimization module 505 includes an ideal generator power demand sub-module 509 configured to estimate the generator power required for a charge sustain operation. The ideal generator power demand sub-module 509 is optionally configured to estimate ideal operating conditions for the generator. The real time optimization module 505 includes a DC-DC power demand sub-module 510.

In some embodiments, the DC-DC power demand sub-module 510 provides feedback to the power management control module 501 on the operation of a DC-DC converter equipped on the vehicle. In some embodiments, the DC-DC converter is a well-known buck boost converter (step-up/step down transformer) between the high voltage and the low voltage bus. There is a conversion efficiency associated with the step-up/step-down transformation. If the accessories are driven indirectly off the high voltage pack as opposed to the low voltage system, then battery efficiency and DC-DC conversion efficiency factors in for delivering a certain amount of continuous power. In some embodiments, an algorithm is implemented in the DC-DC power demand sub- module 510 to use this accessory load optimally. The real time optimization module 505 includes an ideal accessory power demand sub-module 511 configured to monitor and adjust a number of vehicle accessories. The ideal engine power demand sub- module 506, the ideal motor power demand sub-module 507, the ideal battery demand sub-module 508, the ideal generator power demand sub-module 509, the DC-DC & charger power demand sub-module 510, and the ideal accessory power demand sub- module 511 are configured to execute software algorithms including observers, estimators, and optimization routines aimed at optimizing the complete HEV powertrain.

Referring still to FIG. 9, in some embodiment the real time optimization module 505 is in communication with a CVP ratio control module 512. The CVP ratio control module 512 is adapted to execute a number of software calculations governing the operation of the CVP. The CVP ratio control module 512 and the real optimization module 505 are adapted to communicate with an actuator control module 513. The actuator control module 513 generally coordinates the execution of command signals to actuator hardware equipped in the powertrain. In some embodiments, the actuator control module 513 includes a CVP control sub-module 514, a generator control sub- module 515, a moto control sub-module 516, an engine control sub-module 517, an accessory control sub-module 518, and a clutch control sub-module 519. In some embodiments, the power management control module 501 is in communication with a generator speed control module 520 configured to determine command signals to provide to the generator control sub-module 515 based on certain driver demand conditions.

Referring still to FIG. 9, in some embodiments, the hybrid supervisory controller 200 includes a start/stop module 521 in communication with the driver demand module 500. The start/stop module 521 is configured to execute a number of software algorithms and instructions governing the start/stop functionality of the IC engine. In some embodiments, the start/stop module 521 is configured to communicate with a multi-mode arbitrator module 522. The start/stop module 521 is adapted to send command signals to selectively crank the engine. In some embodiments, the multi- mode arbitrator module 522 provides commands for grounding the carrier node of the CVP during engine cranking, and sends commands for releasing the carrier node once the engine is running. The multi-mode arbitrator module 522 is configured to execute a number of algorithms and software instructions governing the transition from an e-CVT to m-CVT mode of CVP. In some embodiments, the transition involves the

implementation of control algorithms and instructions related to interfacing with clutch and brake controls that satisfy clutch/brake and motor control phasing as well as noise vehicle harshness (NVH) requirements.

Optimal BSFC & Emissions Control Strategy

In some embodiments, the engine IOL module 502 implements a computer executable control strategy to operate the engine in conditions corresponding to ideal operating lines (IOL), for example, engine operating points lying on the minimum brake specific fuel consumption line (maxihium thermal efficiency). The ideal operating line (IOL) is a line of most efficient operating conditions formed on a speed versus torque plot. For example, FIG. 10a depicts a speed versus torque plot for a representative engine (refer to chart titled "Engine Optimization"). Lines of constant power are shown as well as ideal operating lines for fuel consumption, carbon monoxide (CO) emissions, hydrocarbon (HC) emissions, and oxides of nitrogen emissions (NOx), refer to the legend. For illustrative purposes, an operating line for low temperature combustion (LTC line) is depicted. Due to more and more stringent emissions requirements, an additional IOL constraint for least emissions and highest efficiency combined is used to satisfy the global emissions & fuel consumption targets. A cost function, weighting method or any optimization algorithm to obtain the ideal engine operating point that satisfies emissions requirements at the lowest BSFC possible for any driver power demand is implemented in the engine IOL module 502.

Optimal Overall Efficiency Control Strategy

In some embodiments, the maximum overall efficiency module 503 implements a computer executable control strategy for optimizing overall efficiency estimation. In some embodiments, the maximum overall efficiency module 503 implements an adaptive learning algorithm to enable the hybrid supervisory controller 200 to refine operating points using fuel consumption and power consumption feedback estimators as described in the preceding sections above. Feedforward controls with gain adjustment are also optionally used to anticipate a future power demand based on past learning (adaptive controls).

Highest Performance Control Strategy

In some embodiments, the maximum overall performance module 504 implements a computer executable control strategy for governing high performance demands by the driver of the vehicle. Maximum power from machines is available as long as machine limits are not violated. The maximum overall performance module 504 implements a number of algorithms to determine operating conditions of the engine, motors, generators, and CVP based at least upon driver demand, state of charge (SOC) of the battery pack, engine reserve power, fuel consumption, emissions/after- treatment limitations, launch or traction control limits, and electronic braking controller limits, among others. In some embodiments, the engine is configured to optionally add torque after launching with the electric machines. If state of charge (SOC) is low & other constraints limit the system, then the driver needs to be warned of the nonavailability of the "high performance mode". It should be appreciated that the hybrid supervisory controller 200 includes a limp-home mode of operation and associated fail-safe limitations of the battery pack that includes appropriate strategies for maintaining a reserve battery charge.

Weighted Efficiency and Performance Control Strategy

In some embodiments, the weighted efficiency and performance module 523 is implemented a computer executable control strategy for determining a performance weighted overall efficiency. For example, a number of weighting factors are optionally applied to account for vehicle performance attributes such as driving dynamics and noise vehicle harshness, among others. In some embodiments, the weighted efficiency and performance module 523 is configured to apply the weighting factors to the solutions determined in the maximum overall efficiency module 503 and the maximum overall performance module 504. It should be appreciated that the weighted efficiency and performance module 523 is optionally configured to include emissions as a performance metric and determine a minimum emissions operating condition.

Referring now to FIGs. lOa-b, two charts are depicted to illustrate engine optimization and electric machine optimization. The "Engine Optimization" chart,

FIG. 10a, depicts ideal operating lines (IOL) of an illustrative engine as a function of speed (x-axis) and torque (y-axis). The control band marked on the chart in heavy lines shows how the hybrid supervisory controller 200 is capable of interfacing with the engine controller to coordinate the control of the CVP ratio and enable the engine to operate on the ideal fuel and/or emissions operating lines. The hybrid supervisory controller 200 is optionally configured to interface with the engine running in the torque control/fueling mode. Likewise, the "Electric Machine Optimization" chart depicts constant power lines and efficiency for electric machines such as motor- generators implemented in hybrid powertrain configurations. It should be appreciated that the hybrid supervisory controller 200 provides load leveling capability between the engine and the electrical machines in order to optimize system efficiency. For example, any additional power request made to the electric motor is made in an optimal way such that the requested driver demand is met with the least fuel consumption and highest electrical powerpath efficiency.

Referring now to FIG. 11, in some embodiments, the multi-mode arbitrator module 522 includes a two/multi-mode control module 600 adapted to receive a number of input signals. For example, the two/multi-mode control module 600 receives a number of CVP speed signals 601, a pedal position signal 602, a current gear position signal 603, a number of electric machine speed signals 604, and a vehicle speed signal 605, among other signals 611. The two/multi-mode control module 600 is adapted to execute a number of algorithms and/or software instructions and provide a number of output command signals to a CVP shift actuator control module 606, a CVP carrier clutch/brake actuator module 607, and a clutch/brake actuator control module 608. In some embodiments, the CVP shift actuator control module 606 is configured to determine and execute a shift position of the CVP corresponding to a desired speed ratio of the CVP based at least in part on command signals determined in the two/multi- mode control module 600 and the CVP speed signals 601. In some embodiments, the CVP carrier clutch/brake actuator module 607 is configured to determine and execute engagement of a brake or clutch coupled to the carrier of the CVP to facilitate coupling the carrier to a grounded member based at least in part on command signals determined in the two/multi-mode control module 600. In some embodiments, CVP actuator devices and other clutch or brake devices are similar to the devices disclosed in Patent Cooperation Treaty Application Nos. PCT US 17/019,944 and PCT US 17/019,861, each of which are hereby incorporated by reference. In some embodiments, the clutch/brake actuator control module 608 is configured to determine and execute commands for engaging and disengaging clutch or brake devices provided in the hybrid powertrain configuration to which the hybrid supervisory control system 200 is implemented. In some embodiments, the CVP carrier clutch/brake actuator module 607 is adapted to receive a number of signals 609 associated with clutch position and/or clutch pressure. In some embodiments, the multi-mode arbitrator module 522 optionally includes a powertrain torque management module 610 in communication with the clutch/brake actuator control module 608. The powertrain torque management module 610 is adapted to implement algorithms and execute software instructions associated with controlling the CVP speed ratio for splitting torque between the engine and electric machines.

Turning now to FIG. 12, in some embodiments, the hybrid supervisory control system 200 is adapted to implement a control process 700. In some embodiments, the control process 700 is included in the two/multi-mode control module 600, for example. The control process 700 begins at a start state 701 and proceeds to a block 702 where a number of operating condition signals are received. The control process 700 proceeds to a block 703 where an optimal powersplit between the mechanical powerpath and the electrical powerpath is determined based at least in part on the signals received in the block 702. In some embodiments, the block 703 implements cost function control schemes in real time to determine the optimal powersplit. Cost function control schemes are well-known mathematical optimization techniques. For example, the block 703 optionally executes an equivalent consumption minimization strategy (ECMS) that computationally provides solutions for an optimal powersplit between the engine and the electric machines based at least in part on the fuel consumption rate of the engine and the equivalent power stored for the electric machines. Other real time computational optimization techniques are optionally implemented in the block 703 to provide instantaneous optimization in real time operation. The control process 700 proceeds to a block 704 where a number of command or output signals are sent to other modules in the hybrid supervisory control system 200. For example the command signals are passed to the C VP carrier clutch/brake actuator module 608, among others.

Referring now to FIG. 13, in some embodiments, the hybrid supervisory control system 200 is adapted to implement a control process 800. In some embodiments, the control process 800 is included in the two/multi-mode control module 600, for example. The control process 800 begins at a start state 801 and proceeds to a block 802 where a number of operating condition signals are received. The control process 800 proceeds to a block 803 where a number of stored optimized variables for the powersplit between the mechanical powerpath and the electrical powerpath are retrieved from memory. In some embodiments, the stored optimized variables for powersplit are determined by dynamic programming methods.

Dynamic programming is a control methodology for determining an optimal solution in a multiple variable system. In some embodiments, it is used in a

deterministic or a stochastic environment, for a discrete time or a continuous time system, and over a finite time horizon, or an infinite time horizon. Control

methodologies of this type are often referred to as horizon optimization. For example, the stored optimized variables are determined by collecting data from a number of vehicle signals during operation of the vehicle. In some embodiments, standard drive cycle conditions used for federal emissions testing are used to operate the vehicle. Dynamic programing computational techniques are used to analyze the collected data and find optimal powersplit solutions to provide desired system efficiency. The solutions for are typically further analyzed through computational simulation or other means to provide a comprehensive rule-based model of the powertrain system. The rule-based model, along with any other solutions formulated from dynamic

programming techniques, are stored as optimized variables and made available to the control process 800 in the block 803. It should be appreciated, that a number of other optimization techniques are optionally implemented to populate the block 803 with stored optimized variables. For example, convex optimization, Pontryagms Minimum Principle (PMP), stochastic dynamic programming, and power weighted efficiency analysis (PEARS), among others, are options. In some embodiments, the control process 800 proceeds to a block 804 where algorithms and software instructions are executed to determine the powersplit between the mechanical powerpath and the electrical powerpath based at least in part on the signals received in the block 802 or retrieved from memory in the block 803. The control process 800 proceeds to a block 805 where command or output signals are sent to other modules in the hybrid supervisory control system 200. For example, the command signals are passed to the CVP carrier clutch/brake actuator module 608, among others.

Passing now to FIGS. 14-16, an illustrative embodiment of a hybrid powertrain incorporating two planetary gear sets and a variator (CVP) will be described. In some embodiments, the hybrid powertrains are configured to be similar to those described in U.S. Patent Application 62/320,118, which is hereby incorporated by reference. For purposes of description, schematics referred to as lever diagrams are used herein. A lever diagram, also known as a lever analogy diagram, is a translational-system representation of rotating parts for a planetary gear system. In certain embodiments, a lever diagram is provided as a visual aid in describing the functions of the transmission. In a lever diagram, a compound planetary gear set is often represented by a single vertical line ("lever"). The input, output, and reaction torques are represented by horizontal forces on the lever. The lever motion, relative to the reaction point, represents direction of rotational velocities. Referring now to FIG. 14, a lever diagram representing a two-mode hybrid powertrain 900 having a CVP is depicted. The powertrain 900 includes an internal combustion engine 902, a first motor-generator 904, a second motor-generator 906, a first planetary gear set 910 and a second planetary gear set 912. Solid dots arranged on the vertical line are labeled 910a, 910b, 910c to indicate a ring node, a carrier node, and a sun node of the first planetary gear set 910. Solid dots arranged on the vertical line are labeled 912a, 912b, 912c to indicate a ring node, a carrier node, and a sun node of the second planetary gear set 912. Additionally included is a final drive ratio 908 to the wheels of a vehicle equipped with the hybrid powertrain. A variator device is represented schematically in the lever diagram having nodes for a first traction ring assembly 922, a second traction ring assembly 924, a carrier assembly 930, a first sun member 926, and a second sun member 928, respectively. It should be noted that the variator depicted in the lever diagrams of FIG. 14-16 is substantially similar to the variator (CVP) of Figure 1. The powertrain further includes a first clutch 914 device arranged to selectively engage the sun node 910c of the first planetary gear set 910 and the ring node 912a of the second planetary gear set 912. The power train further includes a second clutch device 916 arranged to selectively engage the ring node 912a of the second planetary gear set 912 to ground. In some embodiments, the hybrid powertrain is provided with a third clutch 912 configured to couple the carrier assembly 930 of the variator to the carrier node 912c of the second planetary gear set 912.

Additionally, the hybrid powertrain is provided with a fourth clutch 920 configured to selectively ground the carrier assembly 930 of the variator. Multiple operating modes of the hybrid powertrain are achieved through the selective engagement of the clutch devices 914, 916, 918, 920. For example, the lever diagram depicted in FIG. 16 represents an operating mode corresponding to engagement of the third clutch 918 and the disengagement of the fourth clutch 920 to thereby couple the carrier assembly 930 of the variator to the planet carrier 912c of the second planetary gear set 912. When the third clutch 918 is disengaged, and the fourth clutch 920 is engaged to ground the carrier assembly 930 of the variator, the hybrid powertrain operates in a mode depicted in the lever diagram of FIG. 15. Referring now to FIGs. 17a-b, charts depicting engine speed versus vehicle speed are shown to illustrate the variability in the hybrid mode shift points of the hybrid powertrain configuration depicted in FIGS. 14-16 in comparison to a hybrid powertrain without a variator component. For example, the chart titled "Two-Mode Hybrid (no variator)", FIG. 17a, depicts the shift in hybrid operating mode, such as a switch from EV to HEV mode (sometimes referred to as a switch between "low mode" to "high mode"), for example, at a fixed engine speed and increasing vehicle speed. The chart titled "Two-Mode Hybrid (with variator)", FIG. 17b, depicts multiple points of engine speed and vehicle speed available for a shift in hybrid operating mode. The hybrid mode shift decisions are based on overall efficiency, driver demand, grade, engine speed etc. by adjusting the CVP ratio leading to creation of a continuously variable multi-mode hybrid. It is to be appreciated that more than two modes of operation are possible in powerpaths with more clutches and/or brakes, but the same principles and control techniques for hybrid mode shift apply. In some embodiments, hybrid mode shift decisions are optionally based on the need to keep electric machine speeds within an optimal efficiency range so as to lower the electrical path losses at higher vehicle speeds.

Referring now to FIGS. 18a-b and 19, in some embodiments, a hybrid powertrain configuration with a conventional fixed ratio planetary used to split power is modified using a variator (CVP) 950 such as the one described in FIGS. 1-3. The power train includes a first electric machine 954, such as a motor-generator, a second electric machine 956, such as a motor-generator. The variator 950 is used as a variable torque/speed ratio transmission, with or without additional step ratios. In some embodiments, the variator 950 is used as a variable torque ratio powersplit device. For example, the variator 950 is optionally configured to be the powersplit component in an input split e-CVT configuration. In this case, the variator 950 functions as a power transmission system of the mechanical differential type, used as an input split or output split transmission with a variable torque ratio. The variable ratio is controlled to operate at the ideal operating lines of both the engine 952 and electric machines 954, 956 for best overall system efficiency. Engine speeds for charge sustaining at high vehicle speeds would then not be limited by constraints on generator speeds due to the availability of an on-demand ratio adjustment. The chart depicted in FIG. 19 illustrates operating conditions of the hybrid powertrain of FIGs. 18a-b on a plot of engine speed versus vehicle speed. During operating conditions of the variator 950 at a speed ratio of 1 : 1, the generator is operated in a speed constrained mode since the first motor/generator 954 is coupled to the carrier 966. Operating the first motor/generator 954 in speed constrained control prevents instability in the variator 950. In some embodiments, the second motor/generator 956 is optionally controlled in a speed constrained mode to provide stable operation of the variator at a speed ratio of 1 : 1.

Referring now to FIG. 20, in some embodiments, the hybrid supervisory controller 200 includes a driver demand module 1000. The driver demand module 1000 is configured to receive a number of signals from vehicles sensors, for example the vehicle sensors 240, the accelerator pedal position sensor 210, and the brake pedal position sensor 220, among others. The driver demand module 1000 is configured to execute software instructions to assess the desired vehicle performance requested by the operator of the vehicle. In some embodiments, the driver demand module 1000 includes a number of sub-modules configured to analyze the input signals and determine a requested operation for the hybrid powertrain. For example, the driver demand module 1000 includes a load demand module 1000A that is configured to determine a requested torque or speed from the driver's input. The driver demand module 1000 optionally includes a vehicle dynamics sub-module 1000B that is configured to analyze the driving conditions of the vehicle and select desirable operating modes based on the dynamic performance of the vehicle. The driver demand module 1000 optionally includes a GPS/ AD AS sub-module lOOOC that is adapted to analyze a driver's selected route and determine appropriate operating modes of the hybrid powertrain. In some embodiments, the GPS/ADAS sub-module lOOOC is configured to provide control of the hybrid powertrain for autonomous operation. The driver demand module 1000 optionally includes a grid export module 1000D that is adapted to determine a driver's desire to interface with an electrical power grid to provide power to or from. In some embodiments, the grid export module 1000D is configured to provide control of the engine and electric generator to transmit electric power produced by the hybrid powertrain to the electrical grid. In some embodiments, the hybrid powertrain is provided with an AC-to-DC bidirectional converter to support the operating condition. Still referring to FIG. 20, in some embodiments, the driver demand module 1000 is in communication with the power management control module 1001. The power management control module 1001 includes an engine IOL module 1002, a maximum overall efficiency module 1003, a maximum overall performance module 1004, and a weighted efficiency, emissions, and performance module 1023. The power management control module 1001 is in communication with a real time optimization module 1005. The real time optimization module 1005 is configured to include a number of sub-modules adapted to execute software algorithms such as optimizers, estimators, and observers, among others, which perform dynamic estimations in real time to compute optimal powertrain state that then acts as a driving input to a powertrain state machine, for example the top level mode transition state machine 400, among others not shown. In some embodiments, the optimization module 1005 includes an ideal engine power demand sub-module 1006. The ideal engine power demand sub-module 1006 is configured to determine ideal operating conditions for the engine. The real time optimization module 1005 includes an ideal motor power demand sub-module 1007. The ideal motor power demand sub-module 1007 is adapted to determine the ideal operating conditions for the motor or motors equipped on the vehicle. The real time optimization module 1005 includes an ideal battery demand sub- module 1008. The ideal battery demand sub-module 1008 is configured to be in communication with a battery management system (BMS), for example BMS high voltage control module 300, and provides feedback to the power management control module 1001 for CVP ratio control based on continuous power requirements and cooling load of the battery system equipped in the vehicle. The real time optimization module 1005 includes an ideal generator power demand sub-module 1009 configured to estimate the generator power required for a charge sustain operation. The ideal generator power demand sub-module 1009 is optionally configured to estimate ideal operating conditions for the generator. The real time optimization module 1005 includes a DC-DC power demand sub-module 1010.

In some embodiments, the DC-DC power demand sub-module 1010 provides feedback to the power management control module 1001 on the operation of a DC-DC converter equipped on the vehicle. In some embodiments, the DC-DC converter is a well-known buck boost converter (step-up/step down transformer) between the high voltage and the low voltage bus. There is a conversion efficiency associated with the step-up/step-down transformation. If the accessories are driven indirectly off the high voltage pack as opposed to the low voltage system, then battery efficiency and DC-DC conversion efficiency factors in for delivering a certain amount of continuous power. In some embodiments, an algorithm is implemented in the DC-DC power demand sub- module 1010 to use this accessory load optimally. The real time optimization module 1005 includes an ideal accessory power demand sub-module 1011 configured to monitor and adjust a number of vehicle accessories. The ideal engine power demand sub-module 1006, the ideal motor power demand sub-module 1007, the ideal battery demand sub-module 1008, the ideal generator power demand sub-module 1009, the DC-DC & charger power demand sub-module 1010, and the ideal accessory power demand sub-module 1011 are configured to execute software algorithms including observers, estimators, and optimization routines aimed at optimizing the complete HEV powertrain.

Referring still to FIG. 20, in some embodiments, the real time optimization module 1005 is in communication with a CVP ratio control module 1012. The CVP ratio control module 1012 is adapted to execute a number of software calculations governing the operation of the CVP. The CVP ratio control module 1012 and the real optimization module 1005 are adapted to communicate with an actuator control module 1013. The actuator control module 1013 generally coordinates the execution of command signals to actuator hardware equipped in the powertrain. In some embodiments, the actuator control module 1013 includes a CVP control sub-module 1014, a generator control sub-module 1015, a moto control sub-module 1016, an engine control sub-module 1017, an accessory control sub-module 1018, and a clutch control sub-module 1019. In some embodiments, the power management control module 1001 is in communication with a generator speed control module 1020 configured to determine command signals to provide to the generator control sub-module 1015 based on certain driver demand conditions.

Referring still to FIG. 20, in some embodiments, the hybrid supervisory controller 200 includes a start/stop module 1021 in communication with the driver demand module 1000. The start/stop module 1021 is configured to execute a number of software algorithms and instructions governing the start/stop functionality of the IC engine. In some embodiments, the start/stop module 1021 is configured to

communicate with a multi-mode arbitrator module 1022. The start/stop module 1021 is adapted to send command signals to selectively crank the engine. In some

embodiments, the multi-mode arbitrator module 1022 provides commands for grounding the carrier node of the CVP during engine cranking, and sends commands for releasing the carrier node once the engine is running. The multi-mode arbitrator module 1022 is configured to execute a number of algorithms and software instructions governing the transition from an e-CVT to m-CVT mode of CVP. In some

embodiments, the transition involves the implementation of control algorithms and instructions related to interfacing with clutch and brake controls that satisfy

clutch/brake and motor control phasing as well as noise vehicle harshness (NVH) requirements.

Passing now to FIG. 21, in some embodiments, a ratio control module 1100 is used as the CVP ratio control module 512 or the CVP ratio control module 1012. In some embodiments, a CVP speed ratio setpoint 1101 is provided by a Newton-Euler representation of a powerpath having a CVP. The ratio control module 1100 is configured to determine a difference between a CVP speed ratio setpoint 1101 and an actual CVP speed ratio 1102 to form an error that is passed to a first PID process 1103. Typically, a PID process, otherwise known as a proportional-integral-derivative controller, is configured for receiving a difference between a set point and a controlled variable of a process to be controlled and delivering a manipulated variable to the process, the process being operated by the manipulated variable to produce the controlled variable. The first PID process 1103 returns a CVP shift position based on the error in speed ratio. A difference between the CVP shift position determined by the first PID process 1103 and a shift position 1104 is passed to a second PID process

1105. The second PID process 1105 provides an input variable to a CVP sub-module

1106. In some embodiments, the CVP sub-module 1106 is configured to provide a relationship between the CVP shift position and the CVP speed ratio based on torque, speed, or other indication of operating condition of the CVP. In some embodiments, a disturbance variable 1107 is provided by other modules in the hybrid supervisory controller 200 that are evaluated in a disturbance rejection sub-module 1108. In some embodiments, the disturbance rejection sub-module 1108 is adapted to filter operational disturbances in the input signals that may impact the feedback control of the CVP speed ratio. The CVP sub-module 1106 passes an output signals to an integrator 1109 that is adapted to provide the shift position 1104.

Passing now to FIG. 22, in some embodiments, a ratio control module 1110 is used as the CVP ratio control module 512 or the CVP ratio control module 1012. The ratio control module 1110 is configured to determine a difference between a CVP speed ratio setpoint 1111 and an adaptive offset correction 1112 to form an error that is passed to a calibration table 1113. The calibration table 1113 returns a CVP shift position based on the CVP speed ratio setpoint 1111 and the adaptive offset correction 1112. A difference between the CVP shift position determined by the calibration table 1113 and a shift position 1114 is passed to a PID process 1115. The PID process 1115 provides an input variable to a CVP sub-module 1116. In some embodiments, the CVP sub-module 1116 is configured to provide a relationship between the CVP shift position and the CVP speed ratio based on torque, speed, or other indication of operating condition of the CVP. In some embodiments, a disturbance variable 1117 is provided by other modules in the hybrid supervisory controller 200 that are evaluated in a disturbance rejection sub-module 1118. In some embodiments, the disturbance rejection sub-module 1118 is adapted to filter operational disturbances in the input signals that may impact the feedback control of the CVP speed ratio. The CVP sub- module 1116 passes an output signals to an integrator 1119 that is adapted to provide the shift position 1114.

Referring now to FIG. 23, in some embodiments, the CVP speed ratio setpoint 1101, the CVP speed ratio 1111, or any CVP speed ratio setpoint disclosed herein, is optionally generated by the use of an observer matrix for real time calculations implemented in the hybrid supervisory controller 200. Similar methods have been applied to powersplit hybrid powertrains having fixed ratio gearing. Figure 23 depicts a free body diagram of a powersplit CVP 1200 that is implemented in hybrid powertrains described herein. The powersplit CVP 1200 is coupled to an engine 1201, a first motor/generator 1202, and a second motor generator 1207. For purposes of description, a dashed box 1203 is drawn to establish the boundary of the free body diagram. The powersplit CVP 1200 includes a first traction ring assembly 1204, a second traction ring assembly 1205, and a carrier assembly 1206. In some embodiments, the second traction ring assembly 1205 is coupled to the second motor/generator 1207. The second motor/generator 1207 is optionally coupled to a drive axle 1208 on the vehicle 1209. The following Newton-Euler matric is thereby used to represent the summation of moments about the powersplit CVP 1200.

In some embodiments, the planetary moment balance is expressed as follows: ∑T= 0 T _rl +Tr ₂ +Tc+Ts+Tioss=0, where T _rl is the torque on the first traction ring assembly 1204, T _r2 is the torque on the second traction ring assembly 1205, T _c is the torque on the carrier 1206, T _s is the torque on the sun assembly, and Ti _0S s is the torque loss due to efficiency. In some embodiments, it is assumed that T _s +T _l0S s is lumped as efficiency that is a function of gamma angle sometime referred to as the tilt angle of the ball axle, and is described in reference to Figure 3. In the matrix above, "Imgi", "I _m g2" refer to the moment of inertia of electric machines, for example the first motor/generator 1202 and the second motor/generator 1207, "I _e " is the moment of inertia of engine 1201, "I _rl " and "I _r 2" are the moments of inertia of the first traction ring assembly 1204 and the second traction ring assembly 1205, "I _c " is the moment of inertia of carrier 1206, "R _w " is a wheel radius, "K "is the final drive ratio of the drive axle 1208, "M" is mass of vehicle, "Τ¾" is the braking torque, "Ti _oa d" is the resistive road load of vehicle. "R _pl " and "R _p2 " are the radii depicted in Figure 3 as a function of gamma (γ), which is the ball tilt angle. "F" is the tangential force at the contact patch (internal force). "T _e " is the engine torque, "T _m gi" and "T _mg2 " are the torques for the first motor/generator 1202 and the second motor/generator 1207, respectively. "W _e ", "w _mg i" and "w _mg 2" are angular velocities. The term "w _e " is the derivative in time or "d/dt(w _e )" and is the angular acceleration of the engine. Likewise, "w _m gi" and "w _m g2" are the angular accelerations of the first motor/generator 1202 and the second motor/generator 1207, respectively. It should be appreciated that the term " 1— _r ^ " of the matrix above is used to provide the gamma set point for the tilt angle of the ball axle. In some embodiments, the matrix is used as controls observer for CVP in e-CVT mode. In some embodiments, for a CVP with a carrier grounded and non-rotatable, a reduced order kinematic model of powerpath is used. The force estimation is optionally provided through testing and is a calibrateable variable. A reduced order kinematic model based matrix can also be used in place of the Newton-Euler matrix.

Provided herein is a vehicle having a computer-implemented systems provided above.

Provided herein is a method having operating a computer-implemented system described above.

It should be noted that the description above has provided dimensions for certain components or subassemblies. The mentioned dimensions, or ranges of dimensions, are provided in order to comply as best as possible with certain legal requirements, such as best mode. However, the scope of the preferred embodiments described herein are to be determined solely by the language of the claims, and consequently, none of the mentioned dimensions is to be considered limiting on the inventive embodiments, except in so far as any one claim makes a specified dimension, or range of thereof, a feature of the claim.

While preferred embodiments have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous variations, changes, and substitutions will now occur to those skilled in the art without departing from the preferred embodiments. It should be understood that various alternatives to the embodiments described herein are optionally employed in practice. It is intended that the following claims define the scope of the preferred embodiments and that methods and structures within the scope of these claims and their equivalents be covered thereby.