CONTROL APPARATUS AND METHOD FOR HYBRID VEHICLE

• US 20070275819A1
• Filed: 05/23/2007
• Published: 11/29/2007
• Est. Priority Date: 05/29/2006
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Hirata, Takeshi
• Granted Patent: US 7,708,095 B2
• Time in Patent Office: Days
• US Class Current: 477/5
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2240/507 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 10/115 with planetary gears
• 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 2510/0291 Clutch temperature
• CPC Class Codes: B60W 30/186 excessive wear or burn out of friction elements, e.g. clutches
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A control apparatus and method for a hybrid vehicle having a first engagement element between an engine and a motor-generator and a second engagement element between the motor-generator and a drive wheel. During EV drive mode, the first engagement element disengages and the second engagement element engages to drive the vehicle using the motor-generator, During HEV drive mode, the first and second engagement elements engage to drive the vehicle using both power sources. During a third drive mode, the first engagement element engages and the second engagement element slip-engages to drive the vehicle by both power sources. When a detected temperature of the second engagement element is too high during low-speed driving, the EV drive mode is selected to enhance durability of the second engagement element.

Claims

1. A control apparatus for a hybrid vehicle, comprising:

an engine;

a motor-generator;

a first engagement element disposed between the engine and the motor-generator;

a second engagement element disposed between the motor-generator and a drive wheel;

a temperature detector operable to detect a temperature of the second engagement element; and

a controller operable to;

selectively provide one of a first drive mode in which the first engagement element is disengaged and the second engagement element is engaged to drive the vehicle only using the motor-generator, a second drive mode in which the first and second engagement elements are engaged to drive the vehicle using both the engine and the motor-generator and a third drive mode in which the first engagement element is engaged and the second engagement element is in slip-engagement to drive the vehicle using both the engine and the motor-generator; and

select the first drive mode when the temperature of the second engagement element is higher than or equal to a predetermined temperature value during a low-speed driving period below a predetermined vehicle speed.

2. The control apparatus according to claim 1 wherein the controller is further operable to:

switch from the third drive mode to the first drive mode when the temperature of the second engagement element is higher than or equal to the predetermined temperature value when the vehicle is in the third drive mode during the low-speed driving period below the predetermined vehicle speed.

3. The control apparatus according to claim 1 wherein the low-speed driving period below the predetermined vehicle speed is a starting period from a vehicle standstill state.

4. The control apparatus according to claim 1 wherein the controller is further operable to:

increase a battery charging rate to a charging rate higher than a usual charging rate when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

5. The control apparatus according to claim 3, further comprising;

an intent-to-start detector operable to detect a driver'"'"'s intent to start the vehicle, wherein the controller is further operable to;

select an electric-power-generation mode in which the first engagement element is engaged and the second engagement element is disengaged to operate the motor-generator as a generator utilizing the driving force produced by the engine when the temperature of the second engagement element is higher than or equal to the predetermined temperature value in the vehicle standstill state; and

switch to the first drive mode from the electric-power-generation mode when the intent to start has been detected.

6. The control apparatus according to claim 1 wherein the controller is further operable to:

inhibit switching to the third drive mode after selection of the second drive mode during vehicle driving when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

7. The control apparatus according to claim 1, further comprising:

an automatic transmission having a first range gear position to establish a power transmission path between the motor-generator and the drive wheel via the second engagement element, and a second range gear position to establish a power transmission path via the first engagement element with the second engagement element disengaged;

engine start-up control means for increasing a motor-generator driving force when the first engagement element is disengaged and for setting an engagement capacity of the second engagement element to an engagement capacity corresponding to a transferred torque before starting the engine; and

wherein the controller is further operable to;

switch from the first drive mode to either one of the second and third drive modes only in the second range gear position when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

8. The control apparatus according to claim 7 wherein the controller is further operable to:

store a normal shift map having a first area corresponding to the first range gear position and a second area corresponding to the second range gear position;

store a narrow first-area shift map in which the first area is narrow in comparison with the normal shift map;

select either one of the first and second areas based on a vehicle driving condition;

select one of the first range gear position and the second range gear position in the selected area using the normal shift map when the temperature of the second engagement element is less than the predetermined temperature value and using the narrow first-area shift map when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

9. The control apparatus according to claim 1 wherein the low-speed driving period below the predetermined vehicle speed is a slow period resulting from uphill driving.

10. A controller for a hybrid vehicle having an engine, a motor-generator, a first engagement element disposed between the engine and the motor-generator, and a second engagement element disposed between the motor-generator and a drive wheel, the controller comprising:

means for detecting a temperature of the second engagement element; and

means for disengaging the first engagement element and engaging the second engagement element to drive the vehicle only by a driving force produced by the motor-generator when a temperature of the second engagement element is higher than or equal to a predetermined temperature value during a low-speed driving period below a predetermined vehicle speed.

11. The controller according to claim 10, further comprising:

means for increasing a battery charging rate to a charging rate higher than a usual charging rate when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

12. The controller according to claim 10, further comprising:

a first drive mode in which the first engagement element is disengaged and the second engagement element is engaged to drive the vehicle only using the motor-generator;

a second drive mode in which the first and second engagement elements are engaged to drive the vehicle using both the engine and the motor-generator;

a third drive mode in which the first engagement element is engaged and the second engagement element is in slip-engagement to drive the vehicle using both the engine and the motor-generator; and

means for inhibiting selection of the third drive mode after the second drive mode has been provided during vehicle driving when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

13. The controller according to claim 10 wherein the low-speed driving period is a starting period from a vehicle standstill state, and wherein the controller further comprises:

means for detecting an intent to start the vehicle;

means for selectively providing an electric-power-generation mode in which the first engagement element is engaged and the second engagement element is disengaged when the temperature of the second engagement element is higher than or equal to the predetermined temperature value in the vehicle standstill state; and

means for switching to the first drive mode from the electric-power-generation mode when the intent to start has been detected.

14. The controller according to claim 10 wherein the hybrid vehicle has an automatic transmission having a first range gear position to establish a power transmission path between the motor-generator and the drive wheel via the second engagement element and a second range gear position to establish a power transmission path via the first engagement element with the second engagement element disengaged, the controller further comprising:

means for increasing a motor-generator driving force when the first engagement element is disengaged;

means for setting an engagement capacity of the second engagement element to an engagement capacity corresponding to a transferred torque before starting the engine; and

means for switching from the first drive mode to either one of the second and third drive modes only in the second range gear position when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

15. The controller according to claim 14, further comprising:

means for storing a normal shift map having a first area corresponding to the first range gear position and a second area corresponding to the second range gear position and for storing a narrow first-area shift map in which the first area is narrow in comparison with the normal shift map;

means for selecting either one of the first and second areas based on a vehicle driving condition;

means for selecting one of the first range gear position and the second range gear position in the selected area using the normal shift map when the temperature of the second engagement element is less than the predetermined temperature value and using the narrow first-area shift map when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

16. A control method for a hybrid vehicle including a motor-generator, an engine, a first engagement element disposed between the engine and the motor-generator and a second engagement element disposed between the motor-generator and a drive wheel, the method comprising:

detecting a temperature of the second engagement element; and

disengaging the first engagement element and engaging the second engagement element to drive the vehicle only by a driving force produced by the motor-generator when a temperature of the second engagement element is higher than or equal to a predetermined temperature value during a low-speed driving period below a predetermined vehicle speed.

17. The control method according to claim 16 wherein the hybrid vehicle includes a first drive mode in which the first engagement element is disengaged and the second engagement element is engaged to drive the vehicle only using the motor-generator;

a second drive mode in which the first and second engagement elements are engaged to drive the vehicle using both the engine and the motor-generator; and

a third drive mode in which the first engagement element is engaged and the second engagement element is in slip-engagement to drive the vehicle using both the engine and the motor-generator, the method further comprising;

increasing a battery charging rate to a charging rate higher than a usual charging rate when the temperature of the second engagement element is higher than or equal to the predetermined temperature value; and

inhibiting the selection of the third drive mode after the second drive mode has been provided during vehicle driving when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

18. The control method according to claim 16 wherein the low-speed driving period is a starting period from a vehicle standstill state, and wherein the method further comprises:

detecting an intent to start the vehicle;

selectively providing an electric-power-generation mode in which the first engagement element is engaged and the second engagement element is disengaged when the temperature of the second engagement element is higher than or equal to the predetermined temperature value in the vehicle standstill state; and

switching to a first drive mode from the electric-power-generation mode when the intent to start has been detected, the first drive mode including disengaging the first engagement element and engaging the second engagement element to drive the vehicle only using the motor-generator.

19. The control method according to claim 16 wherein the hybrid vehicle has an automatic transmission having a first range gear position to establish a power transmission path between the motor-generator and the drive wheel via the second engagement element and a second range gear position to establish a power transmission path via the first engagement element with the second engagement element disengaged, the method further comprising:

increasing a motor-generator driving force when the first engagement element is disengaged;

setting an engagement capacity of the second engagement element to an engagement capacity corresponding to a transferred torque before starting the engine; and

switching from the first drive mode to either one of the second and third drive modes only in the second range gear position when the temperature of the second engagement element is higher than or equal to the predetermined temperature value.

20. The control method according to claim 16 wherein the hybrid vehicle has an automatic transmission having a first range gear position to establish a power transmission path between the motor-generator and the drive wheel via the second engagement element and a second range gear position to establish a power transmission path via the first engagement element with the second engagement element disengaged, the method further comprising:

selecting either one of a first and a second area based on a vehicle driving condition, the first area corresponding the first range gear position and the second area corresponding to the second range gear position;

selecting one of the first range gear position and the second range gear position in the selected area using a normal shift map when the temperature of the second engagement element is less than the predetermined temperature value, the normal shift map including the first area and the second area, and using a narrow first-area shift map when the temperature of the second engagement element is higher than or equal to the predetermined temperature value, the narrow first-area shift map including the first area and the second area in which the first area is narrower in comparison that in the normal shift map.