HYBRID VEHICLE AND CONTROL METHOD THEREOF

• US 20110004364A1
• Filed: 10/16/2008
• Published: 01/06/2011
• Est. Priority Date: 02/13/2008
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Sawada, Hiroki, Obayashi, Kazuyoshi
• Granted Patent: US 9,027,680 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• 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 10/26 for electrical energy, e.g. batteries or capacitors
• 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 2510/244 Charge state
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• CPC Class Codes: F02D 29/06 peculiar to engines driving electric generators
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries

Abstract

In a hybrid vehicle, a target rotational speed and a target torque or a target operation point of an engine are set to a predetermined optimal efficiency rotational speed and a predetermined optimal efficiency torque that enable the engine to be operated efficiently when the engine is operated while a state of charge of the battery is equal to or more than a control-center state of charge after a start of a driving of the vehicle. Then, the engine and motors are controlled so that the engine is operated at the target operation point and a torque equivalent to a torque demand is output to a ring gear shaft or an axle.

Claims

1. A hybrid vehicle that includes an internal combustion engine and a motor that are respectively capable of outputting power for driving the vehicle, the hybrid vehicle comprising:

an accumulator that is capable of supplying and receiving electric power from the motor, the accumulator configured to be capable of being charged with electric power from a charge source outside of the vehicle;

a driving force demand setting module configured to set a driving force demand required for driving the vehicle;

an engine operation point setting module that sets a target operation point of the internal combustion engine to a predetermined operation point that enables the internal combustion engine to be operated efficiently when the internal combustion engine is to be operated while a residual capacity of the accumulator is equal to or more than a predetermined reference residual capacity after a start of a driving of the vehicle, the engine operation point setting module setting the target operation point of the internal combustion engine based on the set driving force demand when the internal combustion engine is to be operated after the residual capacity of the accumulator once becomes less than the reference residual capacity after the start of the driving of the vehicle; and

a control module configured to control the internal combustion engine and the motor so that the internal combustion engine is operated at the set target operation point and a driving power equivalent to the set driving force demand is ensured.

2. A hybrid vehicle according to claim 1, wherein the predetermined operation point is an operation point in which an efficiency of the internal combustion engine becomes practically optimal.

3. A hybrid vehicle according to claim 1, further comprising:

a generator that is capable of generating electric power through the use of at least part of power from the internal combustion engine and supplying and receiving electric power from the accumulator; and

a target charge-discharge electric power setting module that sets a target charge-discharge electric power to charge or discharge the accumulator so as to keep the residual capacity of the accumulator within a predetermined range including the reference residual capacity,

wherein the engine operation point setting module sets a target rotational speed and a target torque that define the target operation point of the internal combustion engine through the use of a power demand based on the set driving force demand and the set target charge-discharge electric power and an engine operation point setting constraint after the residual capacity of the accumulator once becomes less than the reference residual capacity after the start of the driving of the vehicle, the engine operation point setting constraint defining rotational speeds and torques that correspond to the power demands and enable the internal combustion engine to be operated efficiently, wherein the control module controls the internal combustion engine, the generator and the motor so that the internal combustion engine is operated at the set target operation point, the accumulator is charged or discharged by the set target charge-discharge electric power, and the driving power equivalent to the set driving force demand is ensured, and wherein the predetermined operation point is defined by a rotational speed and a torque that make an efficiency of the internal combustion engine optimal among the rotational speeds and the torques defined in the engine operation point setting constraint.

4. A hybrid vehicle according to claim 1, wherein a stop of an operation of the internal combustion engine is prohibited when a power demand based on at least the set driving force demand becomes equal to or more than a predetermined threshold while the operation of the internal combustion engine is stopped, the predetermined threshold being smaller than a power output by the internal combustion engine operated at the predetermined operation point.

5. A hybrid vehicle according to claim 1, further comprising:

an electric power-mechanical power input output structure connected to a predetermined axle and an engine shaft of the internal combustion engine and outputting at least a part of power from the internal combustion engine to the axle side with input/output of electric power and mechanical power, the electric power-mechanical power input output structure supplying and receiving electric power from the accumulator.

6. A hybrid vehicle according to claim 5, wherein the electric power-mechanical power input output structure includes a power generation motor capable of inputting and outputting power and supplying and receiving electric power from the accumulator, and a three shaft-type power input output assembly connected with three shafts, the predetermined axle, the engine shaft of the internal combustion engine, and a rotating shaft of the power generation motor, the three shaft-type power input output assembly configured to input and output power to one remaining shaft, based on input and output of powers from and to any two shafts selected among the three shafts, and wherein the motor is capable of inputting and outputting power to the predetermined axle or another axle different from the predetermined axle.

7. A control method of a hybrid vehicle that includes an internal combustion engine that is capable of outputting power for driving the vehicle, a motor that is capable of outputting power for driving the vehicle, and an accumulator that is capable of supplying and receiving electric power from the motor and configured to be capable of being charged with electric power from a charge source outside of the vehicle, the method comprising the steps of:

(a) setting a target operation point of the internal combustion engine to a predetermined operation point that enables the internal combustion engine to be operated efficiently when the internal combustion engine is to be operated while a residual capacity of the accumulator is equal to or more than a predetermined reference residual capacity after a start of a driving of the vehicle, and setting the target operation point of the internal combustion engine based on a driving force demand required for driving the vehicle when the internal combustion engine is to be operated after the residual capacity of the accumulator once becomes less than the reference residual capacity after the start of the driving of the vehicle; and

(b) controlling the internal combustion engine and the motor so that the internal combustion engine is operated at the target operation point set at Step (a) and a driving power equivalent to the driving force demand is ensured.

8. A control method of a hybrid vehicle according to claim 7, wherein the predetermined operation point is an operation point in which an efficiency of the internal combustion engine becomes practically optimal.

9. A control method of a hybrid vehicle according to claim 7, further comprising the step of:

(c) setting a target charge-discharge electric power to charge or discharge the accumulator so as to keep the residual capacity of the accumulator within a predetermined range including the reference residual capacity,

wherein the hybrid vehicle includes a generator that is capable of generating electric power through the use of at least part of power from the internal combustion engine and supplying and receiving electric power from the accumulator, wherein Step (a) sets a target rotational speed and a target torque that define the target operation point of the internal combustion engine through the use of a power demand based on the driving force demand and the target charge-discharge electric power set at Step (c) and an engine operation point setting constraint after the residual capacity of the accumulator once becomes less than the reference residual capacity after the start of the driving of the vehicle, the engine operation point setting constraint defining rotational speeds and torques that correspond to the power demands and enable the internal combustion engine to be operated efficiently, wherein Step (b) controls the internal combustion engine, the generator and the motor so that the internal combustion engine is operated at the target operation point set at Step (a), the accumulator is charged or discharged by the set target charge-discharge electric power, and the driving power equivalent to the set driving force demand is ensured, and wherein the predetermined operation point is defined by a rotational speed and a torque that make an efficiency of the internal combustion engine optimal among the rotational speeds and the torques defined in the engine operation point setting constraint.

10. A control method of a hybrid vehicle according to claim 7, wherein a stop of an operation of the internal combustion engine is prohibited when a power demand based on at least the set driving force demand becomes equal to or more than a predetermined threshold while the operation of the internal combustion engine is stopped, the predetermined threshold being smaller than a power output by the internal combustion engine operated at the predetermined operation point.