HYBRID VEHICLE DRIVING SYSTEM

• US 20130096761A1
• Filed: 06/15/2011
• Published: 04/18/2013
• Est. Priority Date: 06/15/2010
• Status: Active Grant

• Current Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Original Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Inventors: Kuroda, Shigetaka, Isegawa, Hiroyuki, Hagihara, Atsushi
• Granted Patent: US 9,073,546 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/24 characterised by the combustion engines
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/545 Temperature
• CPC Class Codes: B60L 2260/24 Coasting mode
• CPC Class Codes: B60L 2270/145 Structure borne vibrations
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• 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 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 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• 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 2710/06 Combustion engines, Gas turbines
• CPC Class Codes: B60W 2710/0633 : Inlet air flow rate
• 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: F02D 41/0002 : Controlling intake air
• CPC Class Codes: F02D 41/0087 : Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F16H 3/006 : power being selectively transmitted by either one of the parallel flow paths
• 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
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/905 : Combustion engine
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements

Abstract

A hybrid vehicle driving system 1 of the invention includes a cylinder deactivated operation necessity determination unit for determining the necessity of a cylinder deactivated operation of an engine 6 when a required driving force required on a vehicle is smaller than a driving force of the engine 6 that runs in the cylinder deactivated operation. When the cylinder deactivated operation is determined to be unnecessary by the cylinder deactivated operation necessity determination unit, the vehicle can be driven in an EV driving by disengaging a first clutch 41 and a second clutch 42, whereas when the cylinder deactivated operation is determined to be necessary by the cylinder deactivated operation necessity determination unit, the engine 6 runs in the cylinder deactivated operation and at least one of the first clutch 42 and the second clutch 42 is engaged.

Claims

1. A hybrid vehicle driving system adapted to be used in a hybrid vehicle including an internal combustion engine that can be switched to an all cylinder activated operation where all cylinders are activated for operation and a cylinder deactivated operation where at least part of the cylinders is deactivated for rest, an electric motor and a transmission, as drive sources, the hybrid vehicle driving system comprising:

a battery that supplies electric power to the electric motor;

a first change-speed mechanism where mechanical power from an output shaft of the internal combustion engine and the electric motor is borne by a first input shaft that engages with the electric motor and any of a plurality of change-speed gears is engaged so that the first input shaft is engaged with driven wheels;

a second change-speed mechanism where mechanical power from the output shaft of the internal combustion engine is borne by a second input shaft and any of a plurality of change-speed gears is engaged so that the second input shaft is engaged with the driven wheels;

a first engaging and disengaging portion that can engage the output shaft of the internal combustion engine with the first input shaft; and

a second engaging and disengaging portion that can engage the output shaft of the internal combustion engine with the second input shaft, wherein;

the hybrid vehicle can be driven in an EV mode only by a driving force of the electric motor via the first input shaft, the hybrid vehicle driving system characterized by further comprising a cylinder deactivated operation necessity determination unit for determining on the necessity of the internal combustion engine running in the cylinder deactivated operation when a required driving force required on the vehicle is smaller than a driving force resulting when the internal combustion engine runs in the cylinder deactivated operation;

when the cylinder deactivated operation is determined to be unnecessary by the cylinder deactivated operation necessity determination unit, the vehicle can be driven in the EV mode by disengaging the first engaging and disengaging portion and the second engaging and disengaging portion; and

when the cylinder deactivated operation is determined to be necessary by the cylinder deactivated operation necessity determination unit, the internal combustion engine runs in the cylinder deactivated operation and at least one of the first engaging and disengaging portion and the second engaging and disengaging portion is engaged.

2. The hybrid vehicle driving system according to claim 1, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when a puddle shift is selected.

3. The hybrid vehicle driving system according to claim 1, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when a sport mode is selected.

4. The hybrid vehicle driving system according to claim 1, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when a regeneration of electric energy is executed by the electric motor.

5. The hybrid vehicle driving system according claim 1, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when the vehicle is cruising.

6. The hybrid vehicle driving system according to claim 1, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when the vehicle is coasting down.

7. The hybrid vehicle driving system according to claim 1, wherein

when the vehicle is driven in the EV mode with the internal combustion engine running in the cylinder deactivated operation while keeping the first engaging and disengaging portion engaged, a pre-shifting to the second input shaft is implemented and the first engaging and disengaging portion is switched to the second engaging and disengaging portion for engagement with the second input shaft.

8. The hybrid vehicle driving system according to claim 1, further comprising:

a driving state predicting unit that liaises with a car navigation system, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when a switching from the EV mode to a different driving mode is predicted by the driving state predicting unit.

9. The hybrid vehicle driving system according to claim 1, further comprising:

an electronic control throttle that can control the amount of induction air induced into the internal combustion engine, wherein;

when the required driving force required on the vehicle is smaller than the driving force resulting when the internal combustion engine runs in the cylinder deactivated operation, a control is made so that the internal combustion engine runs in the cylinder deactivated operation and that an opening of the electronic control throttle is increased as the required driving force is increased;

when the required driving force required on the vehicle is larger than the driving force of the internal combustion engine that runs in the cylinder deactivated operation and is smaller than a sum of the driving force of the internal combustion engine that runs in the cylinder deactivated operation and a driving force that can be outputted by the electric motor, a control is made so that the internal combustion engine runs in the cylinder deactivated operation and that the electric motor is made to output a difference between the required driving force and the driving force of the internal combustion engine that runs in the cylinder deactivated operation; and

when the required driving force required on the vehicle is larger than the sum of the driving force of the internal combustion engine that runs in the cylinder deactivated operation and the driving force that can be outputted by the electric motor, a control is made so that the internal combustion engine is switched from the cylinder deactivated operation to an all cylinder activated operation and that the opening of the electronic control throttle is changed to an opening that corresponds to the all cylinder activated operation.

10. The hybrid vehicle driving system according to claim 1, wherein

the cylinder deactivated operation includes a partial cylinder deactivated operation where the engine runs with only part of the cylinder deactivated for rest and an all cylinder deactivated operation where the engine runs with all the cylinders deactivated;

when the required driving force required on the vehicle is smaller than a driving force of the internal combustion engine that runs in the all cylinder activated operation and a BSFC bottom operation is enabled by the internal combustion engine that runs in the partial cylinder deactivated operation, a control is made so that the internal combustion engine runs in the partial cylinder deactivated operation; and

when the required driving force required on the vehicle is smaller than the driving force of the internal combustion engine that runs in the all cylinder activated operation and a difference therebetween is equal to or larger than a predetermined value, a control is made so that the vehicle is driven in the EV mode or the internal combustion engine runs in the all cylinder deactivated operation in accordance with a state of charge of the battery and the required driving force.

11. The hybrid vehicle driving system according to claim 2, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when the vehicle is cruising.

12. The hybrid vehicle driving system according to claim 2, wherein

the cylinder deactivated operation necessity determination unit determines that the cylinder deactivated operation is necessary when the vehicle is coasting down.