Hybrid vehicle drive control system

• US 20070080005A1
• Filed: 10/05/2006
• Published: 04/12/2007
• Est. Priority Date: 10/06/2005
• Status: Abandoned Application

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Joe, Shinichiro
• Application Number:
  US11/543,131
• Publication Number:
  US 20070080005A1
• Time in Patent Office: Days
• US Class Current: 180/65.245
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• 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 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• 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 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2510/104 Output speed
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility

Abstract

A hybrid vehicle drive control system selectively switches from an electric drive (EV) mode in which a first clutch is released and a second clutch is engaged, and a hybrid drive (HEV) mode in which both clutches are engaged. A slip control of the second clutch is executed when the first clutch is being connected to start the engine during switching from EV mode to HEV mode by controlling a torque transfer capacity of the second clutch to a required drive force, and by simultaneously increasing a motor/generator torque by an amount corresponding to a torque required to start the engine while maintaining a slipping state of the second clutch until connection of the first clutch is completed. Thus, a loss of torque is not felt by the driver and the shock is small when the engine is started during switching from EV mode to HEV mode.

Claims

1. A hybrid vehicle drive control system comprising:

an engine;

a motor/generator;

a first clutch arranged to change a torque transfer capacity between the engine and the motor/generator;

a second clutch arranged to change a torque transfer capacity between the motor/generator and at least one drive wheel of a hybrid vehicle; and

a controller configured to selectively control the first and second clutches to switch between an electric drive mode by releasing the first clutch and engaging the second clutch, and a hybrid drive mode by engaging both the first and second clutches,

the controller being configured to execute a slip control of the second clutch when the first clutch is being connected to start the engine during a mode change from the electric drive mode to the hybrid drive mode by controlling the torque transfer capacity of the second clutch to a target drive force required by the hybrid vehicle, and by simultaneously increasing a torque of the motor/generator by an amount corresponding to a torque required to start the engine while maintaining a slipping state of the second clutch until connection of the first clutch is completed.

2. The hybrid vehicle drive control system as recited in claim 1, wherein

the controller is further configured to execute the slip control of the second clutch by executing

a first control phase in which the torque transfer capacity of the second clutch is controlled to a value equivalent to the target drive force;

and

a second control phase in which the controlling of the torque transfer capacity of the second clutch to the target drive force, and the simultaneously increasing the torque of the motor/generator to the amount corresponding to the torque required to start the engine while maintaining the slipping state of the second clutch occurs after the first control phase.

3. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to control the target drive force, in the first control phase, by adjusting the torque of the motor/generator while the torque transfer capacity of the second clutch is controlled to the value equivalent to the target drive force.

4. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to start the engine after entering the second control phase.

5. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to control the torque transfer capacity of the second clutch, in the first control phase, to the value equivalent to the target drive force by executing a rotational differential servo control of the second clutch.

6. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to decrease a connection hydraulic pressure of the second clutch, in the first control phase, from a hydraulic pressure range in which the second clutch does not slip until the second clutch starts to slip, with the connection hydraulic pressure at which the second clutch starts to slip being set as a hydraulic pressure value equivalent to the target drive force;

and

the controller is further configured to execute the slip control such that the first control phase shifts to the second control phase when the second clutch starts to slip.

7. The hybrid vehicle drive control system as recited in claim 6, wherein

the controller is further configured to estimate an actual connection hydraulic pressure of the second clutch based on a command value of the connection hydraulic pressure of the second clutch, and

the controller is further configured to use an estimated response of the actual hydraulic pressure with respect to the command value of the connection hydraulic pressure of the second clutch as the connection hydraulic pressure of the second clutch at which the second clutch starts to slip and the first control phase ends.

8. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to adjust the connection hydraulic pressure of the second clutch in accordance with an increase or decrease of the target drive force relative to an initial value of the connection hydraulic pressure of the second clutch using a relationship between the target drive force and the connection hydraulic pressure of the second clutch at the point in time when the first control phase ended as a reference.

9. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to control the torque transfer capacity of the second clutch, in the first control phase, to a value equivalent to the target drive force by executing a rotation differential servo control of the second clutch when an oil temperature of the second clutch is within a prescribed region, and by executing a connection hydraulic pressure control whereby the connection hydraulic pressure of the second clutch is gradually lowered from a hydraulic pressure range in which the second clutch does not slip when the oil temperature is below said prescribed region.

10. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to shorten a duration of time of the first control phase as a depression amount of an accelerator pedal increases.

11. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to omit the first control phase when the vehicle shifts to the hybrid drive mode as a result of the accelerator pedal being depressed while the vehicle is traveling in the electric drive mode.

12. The hybrid vehicle drive control system as recited in claim 2, wherein

the controller is further configured to set a target slip amount and to control the rotational speed of the motor/generator, in the second control phase, such that a prescribed slipping rotational speed is maintained.

13. A hybrid vehicle drive control system comprising:

first power supply means for supplying a first source of power;

second power supply means for supplying a second source of power;

first power transfer means for selectively changing a torque transfer capacity between the first and second power supply means;

second power transfer means for selectively changing a torque transfer capacity between the second power supply means and at least one drive wheel of a hybrid vehicle; and

control means for selectively controlling the first and second power transfer means to switch between an electric drive mode by releasing the first power transfer means and engaging the second power transfer means, and a hybrid drive mode by engaging both the first and second power transfer means,

the control means further including a function of executing a slip control of the second power transfer means when the first power transfer means is being connected to start the first power supply means during a mode change from the electric drive mode to the hybrid drive mode by controlling the torque transfer capacity of the second power transfer means to a target drive force required by the hybrid vehicle, and by simultaneously increasing a torque of the second power supply means by an amount corresponding to a torque required to start the first power supply means while maintaining a slipping state of the second power transfer means until connection of the first power transfer means is completed.

14. The hybrid vehicle drive control system as recited in claim 13, wherein

the control means further includes a function of executing the slip control of the second power transfer means by executing

a first control phase in which the torque transfer capacity of the second power transfer means is controlled to a value equivalent to the target drive force;

and

a second control phase in which the controlling of the torque transfer capacity of the second power transfer means to the target drive force, and the simultaneously increasing the torque of the second power supply means to the amount corresponding to the torque required to start the first power supply means while maintaining the slipping state of the second power transfer means occurs after the first control phase.

15. A hybrid vehicle drive control method comprising:

selectively changing a torque transfer capacity between an engine and a motor/generator using a first clutch;

selectively changing a torque transfer capacity between the motor/generator and at least one drive wheel of a hybrid vehicle;

selectively controlling the first and second clutches to switch between an electric drive mode by releasing the first clutch and engaging the second clutch, and a hybrid drive mode by engaging both the first and second clutches; and

executing a slip control of the second clutch when the first clutch is being connected to start the engine during a mode change from the electric drive mode to the hybrid drive mode by controlling the torque transfer capacity of the second clutch to a target drive force required by the hybrid vehicle, and by simultaneously increasing a torque of the motor/generator by an amount corresponding to a torque required to start the engine while maintaining a slipping state of the second clutch until connection of the first clutch is completed.

16. The hybrid vehicle drive control method as recited in claim 15, wherein

the executing of the slip control of the second clutch includes

a first control phase in which the torque transfer capacity of the second clutch is controlled to a value equivalent to the target drive force;

and

a second control phase in which the controlling of the torque transfer capacity of the second clutch to the target drive force, and the simultaneously increasing the torque of the motor/generator to the amount corresponding to the torque required to start the engine while maintaining the slipping state of the second clutch occurs after the first control phase.