Parallel hybrid electric vehicle

• US 6,622,805 B2
• Filed: 02/28/2002
• Issued: 09/23/2003
• Est. Priority Date: 02/28/2001
• Status: Expired due to Fees

• Current Assignee: Jatco Limited (Nissan Motor Co., Ltd.)
• Original Assignee: Jatco Limited (Nissan Motor Co., Ltd.)
• Inventors: Nakashima, Kenji
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): Restifo, Jeffrey J
• Application Number:
  US10/084,449
• Publication Number:
  US 20020117339A1
• Time in Patent Office: 572 Days
• Field of Search: 180/65.2, 180/65.3, 180/65.4, 180/65.6, 180/65.8, 701/22, 477/5
• US Class Current: 180/65.25
• CPC Class Codes: B60K 6/48 Parallel type
• 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 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 2510/10 Change speed gearings
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries

Abstract

In a parallel hybrid electric vehicle, when the difference in number of revolutions between an engine and a motor/generator is smaller than a predetermined value at starting of the vehicle, an ECU sets a predetermined torque correction amount in accordance with the relationship between an engine inertia and a motor/generator inertia. The ECU carries out correction of torque of one of the engine and the motor/generator in accordance with the predetermined torque correction amount as set.

Claims

1. A parallel hybrid electric vehicle, comprising:

an engine;

a motor/generator having functions of a motor and a generator;

a transmission;

a differential gear comprising a first shaft connected to an output shaft of the engine, a second shaft connected to an output shaft of the motor/generator, and a third shaft connected to an input shaft of the transmission;

an engagement device interposed between two of the first to third shafts of the differential gear, the engagement device being engaged when a difference in number of revolutions between the engine and the motor/generator is smaller than a predetermined value at starting of the vehicle; and

an electronic control unit (ECU) which controls operating conditions of at least one of the engine and the motor/generator,

wherein when the difference in number of revolutions is smaller than the predetermined value, the ECU sets a predetermined torque correction amount in accordance with a relationship between an inertia of the motor/generator and a value obtained by multiplying an inertia of the engine by a gear ratio of the differential gear, and

wherein the ECU carries out a correction of torque of one of the engine and the motor/generator in accordance with the predetermined torque correction amount as set.

2. The parallel hybrid electric vehicle as claimed in claim 1, wherein when the motor/generator inertia is smaller than a value obtained by multiplying the engine inertia by a gear ratio of the differential gear, the torque correction is carried out to decrease the torque of the motor/generator by the predetermined torque correction amount.

3. The parallel hybrid electric vehicle as claimed in claim 1, wherein when the motor/generator inertia is larger than a value obtained by multiplying the engine inertia by a gear ratio of the differential gear, the torque correction is carried out to increase the torque of the motor/generator by the predetermined torque correction amount.

4. The parallel hybrid electric vehicle as claimed in claim 1, wherein when the motor/generator inertia is larger than a value obtained by multiplying the engine inertia by a gear ratio of the differential gear, the torque correction is carried out to decrease the torque of the engine by the predetermined torque correction amount.

5. The parallel hybrid electric vehicle as claimed in claim 4, wherein the predetermined torque correction amount is set at a larger value as a difference between the rotation acceleration of the engine and that of the motor/generator is larger.

6. The parallel hybrid electric vehicle as claimed in claim 1, wherein when the motor/generator inertia is smaller than a value obtained by multiplying the engine inertia by a gear ratio of the differential gear, the torque correction is carried out to increase the torque of the engine by the predetermined torque correction amount.

7. The parallel hybrid electric vehicle as claimed in claim 1, wherein the predetermined torque correction amount is determined in accordance with one of a rotation acceleration of the engine and that of the motor/generator when the difference in number of revolutions is smaller than the predetermined value.

8. The parallel hybrid electric vehicle as claimed in claim 1, wherein the ECU prohibits the torque correction when the number of revolutions of the engine is in a predetermined area.

9. The parallel hybrid electric vehicle as claimed in claim 1, wherein the engagement device comprises a multiple-disk friction clutch.

10. The parallel hybrid electric vehicle as claimed in claim 1, wherein the engagement device comprises a one-way clutch which allows one-direction rotation only.

11. A parallel hybrid electric vehicle, comprising:

an engine;

a motor/generator having functions of a motor and a generator;

a transmission;

a differential gear comprising a first shaft connected to an output shaft of the engine, a second shaft connected to an output shaft of the motor/generator, and a third shaft connected to an input shaft of the transmission;

an engagement device which carries out engagement and release between two of the first to third shafts of the differential gear; and

an electronic control unit (ECU) which, at starting of the vehicle, puts the engagement device in a non-engaged state and controls torque of the motor/generator to maintain a number of revolutions of the engine at a predetermined number,

wherein the ECU puts the engagement device in an engaged state when numbers of revolutions of the first to third shafts of the differential gear agree at least substantially with each other, and

wherein the ECU carries out one of the following operations of;

decreasing the torque of the motor/generator at engagement of the engagement device when an inertia of the motor/generator is smaller than a value obtained by multiplying an inertia of the engine by a gear ratio of the differential gear;

increasing the torque of the motor/generator at engagement of the engagement device when the motor/generator inertia is larger than the value;

increasing the torque of the motor/generator at engagement of the engagement device when the motor/generator inertia is smaller than the value; and

decreasing the torque of the motor/generator at engagement of the engagement device when the motor/generator inertia is larger than the value.

12. The parallel hybrid electric vehicle as claimed in claim 11, wherein the engagement device comprises a multiple-disk friction clutch.

13. The parallel hybrid electric vehicle as claimed in claim 11, wherein the engagement device comprises a one-way clutch which allows one-direction rotation only.