Shift control system of a hybrid transmission with a motor torque correction

• US 7,734,401 B2
• Filed: 11/12/2004
• Issued: 06/08/2010
• Est. Priority Date: 11/12/2003
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Oshidari, Toshikazu, Joe, Shinichiro
• Primary Examiner(s): Tran; Khoi
• Assistant Examiner(s): PATTON, SPENCER D
• Application Number:
  US10/986,197
• Publication Number:
  US 20050102082A1
• Time in Patent Office: 2,034 Days
• Field of Search: 701/22, 701 51- 54, 701/64, 701/84, 701 87- 88, 701/90, 701/95, 701 99-101, 701200-226, 903903-907, 903/915, 903917-919, 903940-945, 192/3.51, 192 354- 355, 192/3.61, 192/103.R, 180/65.1, 180/65.21, 180/65.26, 180/65.28, 180/65.285, 290/40.A, 477/2, 477/3
• US Class Current: 701/54
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/543 the transmission being a continuously variable transmission
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/14 Acceleration
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• 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 2240/507 Operating parameters
• CPC Class Codes: B60L 2240/547 Voltage
• CPC Class Codes: B60L 2240/549 Current
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/62 charged by low-power generators primarily intended to support the batteries, e.g. range extenders
• CPC Class Codes: B60L 58/15 Preventing overcharging
• 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 10/26 : 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 20/11 : using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 2510/0638 : Engine speed
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: F16H 2037/102 : the input or output shaft of the transmission is connected or connectable to two or more differentials
• CPC Class Codes: F16H 2037/104 : Power split variators with one end of the CVT connected or connectable to two or more differentials
• CPC Class Codes: F16H 2200/0039 : the gear ratios comprising three forward speeds
• CPC Class Codes: F16H 2200/2005 : with one sets of orbital gears
• CPC Class Codes: F16H 2200/201 : with three sets of orbital gears
• CPC Class Codes: F16H 2200/2025 : using a Ravigneaux set with 5 connections
• CPC Class Codes: F16H 3/728 : with means to change ratio in the mechanical gearing
• 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 903/902 : Prime movers comprising electrical and internal combustion motors
• CPC Class Codes: Y10S 903/903 : having energy storing means, e.g. battery, capacitor
• CPC Class Codes: Y10S 903/906 : Motor or generator

Abstract

A shift control system of a hybrid transmission for a vehicle is arranged to correct ideal motor/generator torques so as to achieve a target engine speed prior to a target driving torque when an actual engine speed becomes greater than an allowable upper-limit engine speed and to correct the ideal motor/generator torque so as to achieve the target driving torque prior to the target engine speed when the actual engine speed does not become greater than the allowable upper-limit engine speed.

Claims

1. A hybrid drive system comprising:

an internal combustion engine;

an output shaft connected to a wheel driveline of a vehicle;

two motor/generators receiving electric power from a battery;

a differential mechanism relationally connecting the engine, the output shaft and the motor/generators;

an accelerator opening detector detecting an accelerator opening;

a vehicle speed detector detecting a vehicle speed; and

a controller to control the motor/generators in accordance with command motor/generator torques, the controller being connected to the engine, the motor/generators, the accelerator opening detector and the vehicle speed detector, the controller being configured;

to determine a target driving torque, a target engine speed and a target engine torque according to the accelerator opening and the vehicle speed,

to obtain an actual engine torque,

to obtain ideal motor/generator torques for achieving the target driving torque and the target engine speed, from the target driving torque, the target engine speed and an actual engine speed,

to determine the command motor/generator torques by correcting the ideal motor/generator torques within a motor torque range limited by a state-of-charge condition of the battery when the ideal motor/generator torques become out of the motor torque range,

to correct the ideal motor/generator torques so as to achieve the target driving torque prior to the target engine speed when the actual engine speed does not exceed an upper limit of the actual engine speed, and

to correct the ideal motor/generator torques so as to achieve the target engine speed prior to the target driving torque when the actual engine speed exceeds the upper limit.

2. A hybrid drive system for driving a vehicle, comprising:

an internal combustion engine;

a hybrid transmission including first and second motor/generators receiving electric power from a battery;

an accelerator opening detector detecting an accelerator opening;

a vehicle speed detector detecting a vehicle speed; and

a controller to control the first and second motor/generators in accordance with first and second command motor/generator torques, the controller being configured to;

determine a target driving torque, a target engine speed and a target engine torque in accordance with the accelerator opening and the vehicle speed, calculate first and second ideal motor/generator torques for achieving the target driving torque and the target engine speed, from the target driving torque, and the target engine speed,

examine whether the first and second ideal motor/generator torques are outside a predetermined range determined by a state of charge of the battery,

compare an actual engine speed of the engine with a preset speed,

determine the first and second command motor/generator torques such that the first and second command motor/generator torques are inside the predetermined range, by correcting the first and second ideal motor/generator torques in a driving torque precedence mode to achieve the target driving torque prior to the target engine speed when the first and second ideal motor/generator torques are outside the predetermined range, and the actual engine speed is lower than the preset speed, and

determine the first and second command motor/generator torques such that the first and second command motor/generator torques are inside the predetermined range, by correcting the first and second ideal motor/generator torques in an engine speed precedence mode to achieve the target engine speed prior to the target driving torque when the first and second ideal motor/generator torques are outside the predetermined range, and the actual engine speed is higher than or equal to the preset speed.

3. A shift control system of a hybrid transmission for a vehicle, the hybrid transmission being constructed by connecting an internal combustion engine, an output shaft, and two motor/generators through a differential mechanism, the shift control system comprising:

controlling means for controlling the hybrid transmission in response to command motor/generator torques;

target value setting means for setting a target driving torque, a target engine speed and a target engine torque according to a vehicle driving condition including an accelerator opening and a vehicle speed;

engine torque detecting means for obtaining an actual engine torque;

ideal motor torque calculating means for calculating ideal motor/generator torques of the motor/generators so as to achieve the target driving torque and the target engine speed, from the target driving torque, the target engine speed, the actual engine torque, and an actual engine speed on a basis of an equation of motion of the output shaft; and

motor torque correcting means for determining the command motor/generator torques by correcting the ideal motor/generator torques within a realizable range indicative of a range which can be achieved by the motor/generators and a battery connected to the motor/generators, when the ideal motor/generator torques are out of the realizable range;

the motor torque correcting means correcting the ideal motor/generator torques in an engine speed precedence correcting mode so as to achieve the target engine speed prior to the target driving torque when the actual engine speed becomes greater than a preset engine speed value;

the motor torque correcting means correcting the ideal motor/generator torques in a driving torque precedence correcting mode so as to achieve the target driving torque prior to the target engine speed when the actual engine speed does not become greater than the preset engine speed value;

wherein the motor torque correcting means is configured to perform first, second and third correction operations in the engine speed precedence correcting mode,

wherein, in the first correction operation, the motor torque correcting means calculates a difference between a chargeable/dischargeable electric power of the battery connected to the motor/generators, and a charging/discharging electric power of the motor/generators calculated from the ideal motor/generator torques, and calculates first-correction motor/generator torques by correcting the ideal motor/generator torques so as to reduce the difference and to achieve the target engine speed,

wherein, in the second correction operation, the motor torque correcting means calculates second-correction motor/generator torques by correcting the first-correction motor/generator torques so as to control actual motor/generator torques within limit values and to achieve the target engine speed, and

wherein, in the third correction operation, the motor torque correcting means decreases the target engine torque so as to decrease output power of the engine by an amount corresponding to a larger one of an excessive battery charging electric power and an excessive regenerative electric power,

wherein the excessive battery charging electric power is an excess of a battery charging electric power of the motor/generators over the chargeable/dischargeable electric power of the battery, calculated from the second-correction motor/generator torques, and

wherein the excessive regenerative electric power is an excess of a regenerative power of the motor/generators over a rated power of the motor/generators, calculated from the second-correction motor/generator torques.

4. A shift control system of a hybrid transmission for a vehicle, the hybrid transmission being constructed by connecting an internal combustion engine, an output shaft, and two motor/generators through a differential mechanism, the shift control system comprising:

a controlling section controlling the hybrid transmission in response to command motor/generator torques;

a target value setting section setting a target driving torque, a target engine speed and a target engine torque according to a vehicle driving condition including an accelerator opening and a vehicle speed;

an engine torque detecting section obtaining an actual engine torque;

an ideal motor torque calculating section calculating ideal motor/generator torques of the motor/generators so as to achieve the target driving torque and the target engine speed, from the target driving torque, the target engine speed, the actual engine torque and an actual engine speed on a basis of an equation of motion of the output shaft; and

a motor torque correcting section determining the command motor/generator torques by correcting the ideal motor/generator torques so that the command motor/generator torques are within a realizable range which can be achieved by the motor/generators, when the ideal motor/generator torques are out of the realizable range;

the motor torque correcting section correcting the ideal motor/generator torques in an engine speed precedence correcting mode to achieve the target engine speed prior to the target driving torque when the actual engine speed becomes greater than a preset engine speed value; and

the motor torque correcting section correcting the ideal motor/generator torque in a driving torque precedence correcting mode to achieve the target driving torque prior to the target engine speed when the actual engine speed does not become greater than the preset engine speed value;

wherein the motor torque correcting section is configured to perform first, second and third correction operations in the engine speed precedence correcting mode,

wherein, in the first correction operation, the motor torque correcting section calculates a difference between a chargeable/dischargeable electric power of a battery connected to the motor/generators, and a charging/discharging electric power of the motor/generators calculated from the ideal motor/generator torques, and calculates first-correction motor/generator torques by correcting the ideal motor/generator torques so as to reduce the difference and to achieve the target engine speed,

wherein, in the second correction operation, the motor torque correcting section calculates second-correction motor/generator torques by correcting the first-correction motor/generator torques so as to control actual motor/generator torques within limit values and to achieve the target engine speed,

wherein, in the third correction operation, the motor torque correcting section decreases the target engine torque so as to decrease output power of the engine by an amount corresponding to a larger one of an excessive battery charging electric power and an excessive regenerative electric power,

wherein the excessive battery charging electric power is an excess of a battery charging electric power of the motor/generators over the chargeable/dischargeable electric power of the battery calculated from the second-correction motor/generator torques, and

wherein the excessive regenerative electric power is an excess of a regenerative power of the motor/generators over a rated power of the motor/generators calculated from the second-correction motor/generator torques.

5. The shift control system as claimed in claim 4, wherein the hybrid transmission further comprises at least one of a brake which is capable of fixing one of rotational elements of the differential mechanism and a clutch which is capable of connecting two of the rotational elements, and varies a speed ratio of the hybrid transmission by controlling engagement and disengagement of at least one of the brake and the clutch,

wherein the motor torque correcting section is configured to decrease the output power of the engine by decreasing the target engine torque and by slippingly engaging one of the brake and clutch.

6. The shift control system as claimed in claim 4, wherein, in the third correction operation, the motor torque correcting section calculates the excessive regenerative electric power over the rated power of the motor/generators from the second-correction motor/generator torques and corrects the target engine torque so as to downwardly correct the second-correction motor/generator torque of the motor/generator put in a regenerative state so as to limit the excessive regenerative electric power within a regeneration enabling electric power.

7. The shift control system as claimed in claim 4, further comprising a battery condition detecting section which detects a storage state of the battery.

8. The shift control system as claimed in claim 4, wherein the preset engine speed value is a value obtained by subtracting a predetermined margin from an upper limit of the engine speed.

9. The shift control system as claimed in claim 4, further comprising a vehicle driving condition detecting section which detects the accelerator opening, the vehicle speed and a state-of-charge condition of the battery.

10. The shift control system as claimed in claim 4, wherein the shift control system further comprises the hybrid transmission including the motor/generators and the differential mechanism which includes a planetary gear mechanism.

11. The shift control system as claimed in claim 10, wherein the planetary gear mechanism comprises:

a first rotational element connected with a first motor/generator which is a first one of the two motor/generators;

a second rotational element connected with an input member to be connected with the internal combustion engine;

a third rotational element connected with the output shaft; and

a fourth rotational element connected with a second motor/generator which is a second one of the two motor/generators.