Transmitting state switching control apparatus for hybrid vehicle

• US 7,878,281 B2
• Filed: 03/27/2007
• Issued: 02/01/2011
• Est. Priority Date: 03/29/2006
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Tanishima, Kaori
• Primary Examiner(s): Shriver, II; J. Allen
• Assistant Examiner(s): MEYER, JACOB B
• Application Number:
  US11/728,732
• Publication Number:
  US 20070227790A1
• Time in Patent Office: 1,407 Days
• Field of Search: 180/65.275, 180/65.6, 180/65.7, 180/65.21, 180/65.265, 903/909, 903/912, 903/913, 903/914, 903/945, 903/946, 477/4, 477/6, 477/70, 477/77, 477/79, 477/86, 477/115, 477/116, 477/166
• US Class Current: 180/65.265
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• 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 2240/443 Torque
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 2260/26 Transition between different drive modes
• 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 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• 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 2510/0208 Clutch engagement state, e.g. engaged or disengaged
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 30/182 Selecting between different operative modes, e.g. comfort and performance modes
• 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

Abstract

A control apparatus for a hybrid vehicle for controlling and limiting the transmission of power from an engine to the driving wheels during start-up of the engine to produce a hybrid running mode where the vehicle is powered by both the engine and a motor-generator. During start-up of the engine, a first frictional element changing its state before and after a shift of the transmission is allowed to slip, and a second frictional element is allowed to slip. The element that is allowed to slip is switched from one to the other.

Claims

1. An apparatus for controlling a hybrid vehicle having an engine, a motor-generator, and clutch disposed between the engine and the motor and configured to vary a transmitted torque capacity, comprising:

a transmission disposed between the motor-generator and at least one driving wheel having at least two power transmitting paths through the selective engagement of a plurality of frictional engagement elements; and

a controller configured to;

perform a transition of the vehicle from an electric running mode wherein the clutch is disengaged to a hybrid running mode wherein the clutch is engaged and the engine is started, the transition responsive to a request for start up of the engine;

determine a need for a shift of the transmission responsive to a request for driving force for the vehicle, at least a first frictional engagement element changing from being engaged before the shift to being disengaged after the shift or changing from being disengaged before the shift to being engaged after the shift;

responsive an earlier of a determination of the need for the shift and the request for start up of the engine, permit a first slip state where one of the first frictional engagement element and a second frictional engagement element is allowed to slip while the other of the first frictional engagement element and the second frictional engagement element is not allowed to slip;

during the transition, perform a switch to permit a second slip state where the other of the first frictional engagement element and the second frictional engagement element is allowed to slip and the one of the first frictional engagement element and the second frictional engagement element allowed to slip in the first slip state is not allowed to slip, each of the first slip state and the second slip state controlling the driving force transmitted to the at least one driving wheel; and

complete the shift by preventing both the first frictional engagement element and the second frictional engagement element from slipping.

2. The apparatus of claim 1 wherein the start up of the engine and the shift of the transmission are performed at the same time after a progression of engagement of clutch during the electric running mode of the vehicle.

3. The apparatus of claim 1 wherein the shift is a downshift.

4. The apparatus of claim 1 wherein the second frictional engagement element is engaged before and after the shift and the first frictional engagement element is disengaged after the shift.

5. The apparatus of claim 1 wherein the first frictional engagement element is engaged before the shift and disengaged after the shift and the second frictional engagement element is disengaged before the shift and engaged after the shift.

6. The apparatus of claim 1 wherein the first and the second frictional engagement elements are positioned in the transmission.

7. The apparatus of claim 1 wherein one of the first and the second frictional engagement elements comprises a clutch external of the transmission and located between the motor-generator and the at least one driving wheel.

8. The apparatus of claim 1 wherein that of the first frictional engagement element and the second frictional engagement element disengaged after the shift is slipped during the first slip state and that of the first frictional engagement element and second engagement element engaged after the shift is slipped during the second slip state.

9. The apparatus of claim 4 wherein the second frictional engagement element is allowed to slip during the first slip state and the first frictional engagement element is allowed to slip during the second slip state.

10. The apparatus of claim 5 wherein the first frictional engagement element is allowed to slip during the first slip state and the second frictional engagement element is allowed to slip during the second slip state.

11. The apparatus of claim 5 wherein second frictional engagement element is allowed to slip during the first slip state and the second frictional engagement element is allowed to slip during the second slip state.

12. The apparatus of claim 1 wherein a transmitted torque capacity of the transmission during the first slip state and the second slip state is held substantially continuous even when the driving force requested is varied during the transition.

13. An apparatus for controlling a hybrid vehicle having an engine, a motor-generator, and a clutch disposed between the engine and the motor and configured to vary a transmitted torque capacity, comprising:

a transmission disposed between the motor-generator and at least one driving wheel having at least two power transmitting paths through the selective engagement of a plurality of frictional engagement elements; and

a controller operable to transition the vehicle from an electric running mode to a hybrid running mode and wherein the controller is configured to selectively permit a slip state where at least one of the frictional engagement elements is allowed to slip during transition to the hybrid running mode from the electric running mode so as to control the driving force transmitted to the at least one driving wheel;

wherein the slip state of the selected at least one of the frictional engagement elements is conditioned on a requested shift of the transmission in response to a requested driving force of the hybrid vehicle;

wherein the selected at least one of the frictional engagement elements permitted to slip is switched during an engine starting process during the start-up of the hybrid running mode; and

wherein the switching of the frictional engagement element during the engine starting process first brings a frictional engagement element engaged after the shift, to the slip state, and then switches a frictional engagement element disengaged after the shift, to the slip state.

14. The apparatus of claim 13 wherein the switching to the slip state is performed from a time that the request of the shift arises to a time that the frictional engagement element engaged after the shift is engaged.

15. The apparatus of claim 13 wherein the slip state is conditioned on the transmitted torque capacity, the transmitted torque capacity is held substantially continuous during the start-up of the hybrid running mode even when the requested driving force by the vehicle is varied during the start-up of the hybrid running mode.

16. A hybrid vehicle, comprising:

an engine;

a motor-generator;

a clutch disposed between the engine and the motor-generator configured to vary a transmitted torque capacity;

a transmission disposed between the motor-generator and at least one driving wheel having at least two power transmitting paths through selective engagement of a plurality of frictional engagement elements; and

a controller configured to transition the vehicle from an electric running mode, where the clutch is disengaged, to a hybrid running mode, where the clutch is engaged and the engine has started, and permit a slip state such that each of the plurality of frictional engagement elements that changes state from being engaged before the shift to being disengaged after the shift or from being disengaged before the shift to being engaged after the shift is allowed to slip during the transition so as to control the driving force transmitted to the at least one driving wheel.

17. The vehicle of claim 16 wherein the controller is configured to permit the slip state by first allowing a first frictional engagement element disengaged after the shift to slip and then switching to allow a second frictional engagement element engaged after the shift to slip during the slip state, the second frictional engagement element not being allowed to slip while the first frictional engagement element is allowed to slip and the first frictional engagement element not being allowed to slip while the second frictional engagement element is allowed to slip.

18. A method for controlling a hybrid vehicle having an engine, a motor-generator, a clutch disposed between the engine and the motor and configured to vary a transmitted torque capacity, and a transmission disposed between the motor-generator and at least one driving wheel and having at least two power transmitting paths through the selective engagement of a plurality of frictional engagement elements, the method comprising:

performing a transition of the vehicle from an electric running mode wherein the clutch is disengaged to a hybrid running mode wherein the clutch is engaged and the engine is started using a controller, the transition responsive to a request for start up of the engine;

determining a need for a shift of the transmission responsive to a request for driving force for the vehicle using the controller, at least a first frictional engagement element changing from being engaged before the shift to being disengaged after the shift or changing from being disengaged before the shift to being engaged after the shift;

responsive an earlier of determining the need for the shift and the request for start up of the engine, using the controller to permit a first slip state where one of the first frictional engagement element and a second frictional engagement element is allowed to slip while the other of the first frictional engagement element and the second frictional engagement element is not allowed to slip;

during the transition, using the controller to perform a switch to permit a second slip state where the other of the first frictional engagement element and the second frictional engagement element is allowed to slip and the one of the first frictional engagement element and the second frictional engagement element allowed to slip in the first slip state is not allowed to slip, each of the first slip state and the second slip state controlling the transmission of the driving force to the at least one driving wheel; and

completing the shift by the controller preventing both the first frictional engagement element and the second frictional engagement element from slipping.

19. The method of claim 18, further comprising:

holding a transmitted torque capacity of the transmission substantially constant during the first slip state and the second slip state even when the driving force requested is varied during the transition.

20. The method of claim 18, further comprising:

when the second frictional engagement element is engaged before and after the shift and the first frictional engagement element is disengaged after the shift, allowing the second frictional engagement element to slip during the first slip state and the first frictional engagement element to slip during the second slip state;

when the first frictional engagement element is engaged before the shift and disengaged after the shift and the second frictional engagement element is disengaged before the shift and engaged after the shift, allowing one of the first frictional engagement element to slip during the first slip state and the second frictional engagement element to slip during the second slip state, and the second frictional engagement element to slip during the first slip state and the first frictional engagement element to slip during the second slip state.