Hybrid vehicle control device

• US 10,457,290 B2
• Filed: 02/10/2016
• Issued: 10/29/2019
• Est. Priority Date: 03/05/2015
• Status: Active Grant

• Current Assignee: Jatco Limited (Nissan Motor Co., Ltd.), Nissan Motor Co., Ltd.
• Original Assignee: Jatco Limited (Nissan Motor Co., Ltd.)
• Inventors: Miyaishi, Hironori, Mizuochi, Tomoyuki, Suzuki, Akito, Izumi, Tetsuya
• Primary Examiner(s): Estremsky, Sherry L
• Application Number:
  US15/555,261
• Publication Number:
  US 20180015929A1
• Time in Patent Office: 1,357 Days
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/543 the transmission being a continuously variable transmission
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/107 with endless flexible members
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2510/0266 Moment of inertia
• CPC Class Codes: B60W 2510/088 Inertia
• CPC Class Codes: B60W 2510/1025 Input torque
• CPC Class Codes: B60W 2510/1095 Inertia
• CPC Class Codes: B60W 2510/18 Braking system
• CPC Class Codes: B60W 2710/021 Clutch engagement state
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/10 Change speed gearings
• CPC Class Codes: B60W 2710/18 Braking system
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: B60Y 2200/92 Hybrid vehicles
• CPC Class Codes: F16H 2061/66277 : by optimising the clamping force exerted on the endless flexible member
• CPC Class Codes: F16H 59/04 : Ratio selector apparatus
• CPC Class Codes: F16H 59/54 : dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 61/02 : characterised by the signals used for shift actuators F16H61/28, for continuously variable gearings F16H61/66
• CPC Class Codes: F16H 61/662 : with endless flexible members
• CPC Class Codes: F16H 61/66272 : characterised by means for controlling the torque transmitting capability of the gearing

Abstract

An FF hybrid vehicle control device having an HEV mode and an EV mode as drive modes is provided with a CVT control unit (84) for determining primary pulley pressure (Ppri) and secondary pulley pressure (Psec) with which a belt (6c) of a belt-type continuously variable transmission (6) will be clamped on the basis of a torque component inputted to the belt-type continuously variable transmission (6) during brake deceleration, and the corrected amount of brake torque which is an inertia torque correction component. The CVT control unit (84) reduces the corrected amount of brake torque during brake deceleration when EV mode is selected to be less than the corrected amount of brake torque during brake deceleration when HEV mode is selected.

Claims

1. A hybrid vehicle control device for a hybrid vehicle, wherein:

the hybrid vehicle includes a driveline, wherein the driveline includes an engine, a motor, and a belt-type continuously variable transmission;

the belt-type continuously variable transmission includes a primary pulley, a secondary pulley, and a belt, wherein the belt is wound over the primary pulley and the secondary pulley, and configured to be clamped by a primary pulley pressure at the primary pulley and a secondary pulley pressure at the secondary pulley; and

the hybrid vehicle employs an HEV mode and an EV mode as drive modes, wherein the HEV mode employs the engine and the motor as drive sources, and wherein the EV mode employs the motor as a drive source without employing the engine as a drive source;

the hybrid vehicle control device comprising a pulley pressure correction control section configured to determine the primary pulley pressure and the secondary pulley pressure, based on an input torque component inputted to the belt-type continuously variable transmission, and a brake torque correction quantity as an inertia torque correction component, under brake-deceleration;

wherein the pulley pressure correction control section is further configured to set smaller the brake torque correction quantity under brake-deceleration with the EV mode selected than that with the HEV mode selected.

2. The hybrid vehicle control device as claimed in claim 1, wherein:

the driveline further includes a first clutch and a second clutch, wherein the first clutch is configured to selectively connect and disconnect the engine to and from the motor, and wherein the second clutch is configured to selectively connect and disconnect the motor to and from the belt-type continuously variable transmission;

the pulley pressure correction control section is further configured to set the brake torque correction quantity under brake-deceleration with the EV mode selected, to an EV inertia quantity based on an inertia torque of a combination of the motor, the second clutch, and the primary pulley; and

the pulley pressure correction control section is further configured to set the brake torque correction quantity under brake-deceleration with the HEV mode selected, to an HEV inertia quantity based on an inertia torque of a combination of the motor, the second clutch, the primary pulley, the engine, and the first clutch.

3. The hybrid vehicle control device as claimed in claim 2, wherein:

the hybrid vehicle employs a WSC mode in addition to the HEV mode and the EV mode, wherein the WSC mode is configured to engage the first clutch and slip-engage the second clutch; and

the pulley pressure correction control section is further configured to set smaller the brake torque correction quantity under brake-deceleration with the WSC mode selected than that with the EV mode selected.

4. The hybrid vehicle control device as claimed in claim 3, wherein the pulley pressure correction control section is further configured to set the brake torque correction quantity under brake-deceleration with the WSC mode selected, to a WSC inertia quantity based on an inertia torque of a combination of the second clutch and the primary pulley.

5. The hybrid vehicle control device as claimed in claim 2, wherein:

the hybrid vehicle includes a brake system, wherein the brake system includes an antilock brake control section configured to suppress braking lock of a braked wheel by brake fluid pressure control when brake operation is active; and

the pulley pressure correction control section is further configured to set the brake torque correction quantity under brake-deceleration in an ABS-active state where an antilock brake control is active, to the HEV inertia quantity, independently of which drive mode is selected.

6. The hybrid vehicle control device as claimed in claim 1, wherein:

the pulley pressure correction control section is further configured to perform a first operation in response to a satisfaction of a condition for cancelling a pulley pressure correction control; and

the first operation includes;

maintaining the brake torque correction quantity for a predetermined time period from the satisfaction of the condition for cancelling; and

thereafter reducing the brake torque correction quantity.