Control apparatus for transmission-equipped hybrid vehicle, and control method for the same

• US 6,781,251 B2
• Filed: 10/25/2002
• Issued: 08/24/2004
• Est. Priority Date: 11/19/1999
• Status: Expired due to Fees

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Suzuki, Takashi, Suzuki, Naoto, Takaoka, Toshifumi, Okada, Daimon
• Primary Examiner(s): Waks, Joseph
• Application Number:
  US10/279,830
• Publication Number:
  US 20030085577A1
• Time in Patent Office: 669 Days
• Field of Search: 290/40.C, 477/20, 180/65.2
• US Class Current: 290/40.00C
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/40 characterised by the assembly or relative disposition of components
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60K 6/54 Transmission for changing ratio
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2210/40 DC to AC converters
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60L 2240/525 Temperature of converter or components thereof
• CPC Class Codes: B60L 2240/545 Temperature
• CPC Class Codes: B60L 2270/12 of exhaust
• 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: B60L 7/14 for vehicles propelled by ac motors
• 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 10/10 : including control of change-speed gearings
• 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 20/00 : 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 2510/0638 : Engine speed
• 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 30/188 : Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B60W 30/1882 : characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: F16H 61/0213 : characterised by the method for generating shift signals
• CPC Class Codes: Y02T 10/40 : Engine management systems
• 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: Y02T 10/84 : Data processing systems or methods, management, administration
• CPC Class Codes: Y10S 903/903 : having energy storing means, e.g. battery, capacitor
• CPC Class Codes: Y10S 903/91 : Orbital, e.g. planetary gears
• CPC Class Codes: Y10S 903/917 : with transmission for changing gear ratio
• CPC Class Codes: Y10S 903/919 : Stepped shift
• CPC Class Codes: Y10S 903/945 : Characterized by control of gearing, e.g. control of transmission ratio
• CPC Class Codes: Y10S 903/951 : Assembly or relative location of components

Abstract

A control apparatus for a hybrid vehicle having an engine and a motor as drive power sources has a transmission between the engine and a vehicle drive wheel, that changes drive power transmission by selecting from a plurality of gear speeds. The control apparatus detects the drive power requested for the vehicle drive wheel and, as a result, sets a gear speed of the transmission to cause the engine to operate in a predetermined high-efficiency operation state, such that any difference between the requested vehicle drive power and the engine output is compensated by either a drive operation of the motor, or a regenerative operation of the motor.

Claims

1. A control apparatus for a hybrid vehicle having an engine and a motor as drive power sources, and having, between the engine and a vehicle drive wheel, a transmission that changes drive power transmission by selection from a plurality of gear speeds, the control apparatus comprising:

a controller that detects a drive power requested for the vehicle drive wheel and that sets a gear speed of the transmission to cause the engine to operate in a predetermined high-efficiency operation state, and such that a difference between the vehicle drive power requested and an engine output is compensated by one of a drive operation of the motor and a regenerative operation of the motor,

wherein the gear speed is set such that the highest gear speed that allows for the requested drive power is selected.

2. A control apparatus according to claim 1, wherein the controller sets in the transmission a gear speed of a least gear ratio within a range such that the engine is operated in the predetermined high-efficiency operation state, and such that the difference between the vehicle drive power requested and the engine output is compensated by one of the drive operation of the motor and the regenerative operation of the motor.

3. A control apparatus according to claim 2, wherein the predetermined high-efficiency operation state is a state where a multiplication product of an efficiency of the engine and a transmission efficiency of the transmission maximizes.

4. A control apparatus according to claim 3, wherein the controller sets the gear speed of the transmission and the operation state of the engine such that the engine is operated in a predetermined good emission region.

5. A control apparatus according to claim 2, wherein the controller sets the gear speed of the transmission and the operation state of the engine such that the engine is operated in a predetermined good emission region.

6. A control apparatus according to claim 1, wherein the predetermined high-efficiency operation state is a state where a multiplication product of an efficiency of the engine and a transmission efficiency of the transmission maximizes.

7. A control apparatus according to claim 6, wherein the controller sets the gear speed of the transmission and the operation state of the engine such that the engine is operated in a predetermined good emission region.

8. A control apparatus according to claim 1, wherein the controller sets the gear speed of the transmission and the operation state of the engine such that the engine is operated in a predetermined good emission region.

12. A control apparatus according to claim 1, wherein the controller selects a gear speed of a least gear ratio during an operation of the engine.

9. A control apparatus for a hybrid vehicle having an engine and a motor as vehicle drive power sources and having, between the engine and a vehicle drive wheel, a transmission that changes drive power transmission by selection from a plurality of gear speeds, the control apparatus comprising:

a controller that detects a drive power requested for the vehicle and that sets a gear speed of the transmission such that an efficiency of regenerative braking performed by the motor maximizes when the requested drive power is negative,

wherein the gear speed is set such that the highest gear speed that allows for the requested drive power is selected.

10. A control apparatus according to claim 9, wherein when the requested drive power is negative, the controller sets a gear speed of a least gear ratio in the transmission.

11. A control apparatus according to claim 9, wherein the gear speed selected varies in accordance with whether or not an operation of the engine is at a stop during a regenerative operation of the motor.

13. A control apparatus for a hybrid vehicle according to claim 11, wherein the controller selects a gear speed such that a drive efficiency of the motor maximizes during a stop of operation of the engine.

14. A control apparatus according to claim 9, wherein the controller sets the gear speed of the transmission based on a rotational torque and rotational speed of the motor, such that the efficiency of the regenerative braking performed by the motor maximizes.

15. A control method for a hybrid vehicle having an engine and a motor as drive power sources, and having, between the engine and a vehicle drive wheel, a transmission that changes drive power transmission by selection from a plurality of gear speeds, the control method comprising:

detecting a drive power requested for the vehicle drive wheel; and

setting a gear speed of the transmission to cause the engine to operate in a predetermined high-efficiency operation state, and such that a difference between the vehicle drive power requested and an engine output is compensated by one of a drive operation of the motor and a regenerative operation of the motor,

wherein the gear speed is set such that the highest gear speed that allows for the requested drive power is selected.

16. A control method for a hybrid vehicle having an engine and a motor as vehicle drive power sources and having, between the engine and a vehicle drive wheel, a transmission that changes drive power transmission by selection from a plurality of gear speeds, the control method comprising:

detecting a drive power requested for the vehicle; and

setting a gear speed of the transmission such that an efficiency of regenerative braking performed by the motor maximizes when the requested drive power is negative,

wherein the gear speed is set such that the highest gear speed that allows for the requested drive power is selected.

17. A control method according to claim 16, wherein the gear speed of the transmission is set based on a rotational torque and rotational speed of the motor, such that the efficiency of the regenerative braking performed by the motor maximizes.