ENERGY MANAGEMENT CONTROL DEVICE FOR HYBRID VEHICLE

• US 20180093659A1
• Filed: 06/10/2015
• Published: 04/05/2018
• Est. Priority Date: 06/10/2015
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: FUKUDA, Hiroyuki
• Granted Patent: US 10,065,634 B2
• Time in Patent Office: Days
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• 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 10/11 Stepped gearings
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• 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 20/50 Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
• CPC Class Codes: B60W 2050/0026 Lookup tables or parameter maps
• CPC Class Codes: B60W 2050/0297 Control Giving priority to different actuators or systems
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/244 Charge state
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 50/029 Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
• CPC Class Codes: B60Y 2200/92 Hybrid vehicles
• CPC Class Codes: B60Y 2300/182 Selecting between different operative modes, e.g. comfort and performance modes
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y10S 903/914 : Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
• CPC Class Codes: Y10S 903/919 : Stepped shift
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements

Abstract

An energy management control device for a hybrid vehicle has an energy management controller that suppresses an occurrence of a condition in which an EV start is not possible due to insufficient battery charge capacity when an engagement clutch fails. When the energy management controller has determined that one of the engagement clutches has failed that is used to carry out an EV start using a first motor generator as a drive source that receives electrical power from a high-power battery when starting the vehicle, energy management maps are used in energy management control, which have a usage SOC range that is broader than the usage SOC range of the normal energy management map, which is used during normal operation.

Claims

1. An energy management control device for a hybrid vehicle having an electric motor and an internal combustion engine as power sources of the vehicle, which does not have a starting element in a drive power transmission system from the power sources to a drive wheel, and having a transmission with a plurality of engagement clutches as shifting elements that are meshingly engaged by a stroke from a disengaged position, and

which carries out an EV start using the electric motor as a drive source that receives electrical power from a battery, when starting the vehicle, and comprising:

an energy management controller is configured to carry out management in preparation for the EV starting based on a battery capacity condition, which is set to keep a charge capacity of the battery in a predetermined battery use charge capacity range for permitting charging and discharging of the battery, and

upon determining a failure of the engagement clutches, the energy management controller expands the battery use charge capacity range more than when the engagement clutches are operating normally.

2. The energy management control device as recited in claim 1, wherein

the energy management controller expands the battery use charge capacity range by increasing an upper limit value for permitting charging from a normal value, when changing to a battery capacity expansion condition.

3. The energy management control device as recited in claim 1, wherein

the energy management controller sets a mode switch vehicle speed, at which to switch to an HEV mode where the internal combustion engine is added to the power source, to be slower than a normal state after an EV start by the electric motor, when the failure of the engagement clutches is a first fixed failure mode in which the internal combustion engine and the drive wheel cannot be disconnected.

4. The energy management control device as recited in claim 3, wherein

the energy management controller uses the battery capacity condition, in which generated electrical power that is generated by the electric motor during travel is made to be at a higher output than the generated electrical power in the normal state, at a time of the first fixed failure mode.

5. The energy management control device as recited in claim 1, wherein

the electric motor includes a first electric motor and a second electric motor, and

the energy management controller carries out an EV start using the second electric motor, instead of an EV start using the first electric motor, when the failure of the engagement clutches is a second fixed failure mode in which the first electric motor and the drive wheel cannot be connected.

6. The energy management control device as recited in claim 5, wherein

the second electric motor is an electric motor having a smaller electrical power generation capability than the first electric motor, and

the energy management controller carries out power generation during travel by the second electric motor, and carries out idle power generation by the first electric motor while stopping, at a time of the second fixed failure mode.

7. The energy management control device as recited in claim 2, wherein

the energy management controller sets a mode switch vehicle speed, at which to switch to an HEV mode where the internal combustion engine is added to the power source, to be slower than a normal state after an EV start by the electric motor, when the failure of the engagement clutches is a first fixed failure mode in which the internal combustion engine and the drive wheel cannot be disconnected.

8. The energy management control device as recited in claim 7, wherein

the energy management controller uses the battery capacity condition, in which generated electrical power that is generated by the electric motor during travel is made to be at a higher output than the generated electrical power in the normal state, at a time of the first fixed failure mode.

9. The energy management control device as recited in claim 2, wherein

the electric motor includes a first electric motor and a second electric motor, and

the energy management controller carries out an EV start using the second electric motor, instead of an EV start using the first electric motor, when the failure of the engagement clutches is a second fixed failure mode in which the first electric motor and the drive wheel cannot be connected.

10. The energy management control device as recited in claim 9, wherein

the second electric motor is an electric motor having a smaller electrical power generation capability than the first electric motor, and

the energy management controller carries out power generation during travel by the second electric motor, and carries out idle power generation by the first electric motor while stopping, at a time of the second fixed failure mode.

11. The energy management control device as recited in claim 3, wherein

the electric motor includes a first electric motor and a second electric motor, and

the energy management controller carries out an EV start using the second electric motor, instead of an EV start using the first electric motor, when the failure of the engagement clutches is a second fixed failure mode in which the first electric motor and the drive wheel cannot be connected.

12. The energy management control device as recited in claim 11, wherein

the second electric motor is an electric motor having a smaller electrical power generation capability than the first electric motor, and

the energy management controller carries out power generation during travel by the second electric motor, and carries out idle power generation by the first electric motor while stopping, at a time of the second fixed failure mode.

13. The energy management control device as recited in claim 4, wherein

the electric motor includes a first electric motor and a second electric motor, and

the energy management controller carries out an EV start using the second electric motor, instead of an EV start using the first electric motor, when the failure of the engagement clutches is a second fixed failure mode in which the first electric motor and the drive wheel cannot be connected.

14. The energy management control device as recited in claim 13, wherein

the second electric motor is an electric motor having a smaller electrical power generation capability than the first electric motor, and

the energy management controller carries out power generation during travel by the second electric motor, and carries out idle power generation by the first electric motor while stopping, at a time of the second fixed failure mode.