Power output apparatus, motor vehicle equipped with power output apparatus, and control method of power output apparatus

• US 8,215,424 B2
• Filed: 08/24/2006
• Issued: 07/10/2012
• Est. Priority Date: 08/25/2005
• Status: Expired due to Fees

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Kaita, Keiji
• Primary Examiner(s): Restifo, Jeffrey J
• Assistant Examiner(s): Gurari, Erez
• Application Number:
  US11/795,031
• Publication Number:
  US 20080110684A1
• Time in Patent Office: 2,147 Days
• Field of Search: 180/65.25, 180/65.26, 701/86, 701/103, 701/104, 701/105, 701/106, 701/107, 603/00
• US Class Current: 180/65.265
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/448 Electrical distribution type
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 2210/40 DC to AC converters
• 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 2240/443 Torque
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2270/12 of exhaust
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• 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 20/00 : Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/10 : Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 20/15 : Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 2510/068 : Engine exhaust temperature
• CPC Class Codes: F02D 2250/21 : during a transition between engine operation modes or states
• CPC Class Codes: F02D 2250/24 : by using an external load, e.g. a generator
• CPC Class Codes: F02D 31/001 : Electric control of rotation speed
• CPC Class Codes: F02D 41/12 : for deceleration F02D41/0005, F02D41/107 take precedence
• 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

In requirement of catalyst degradation control with setting of a catalyst degradation control flag Fc to 1, the braking control of the invention sets torque commands Tm1* and Tm2* of two motors and controls the operations of an engine and the two motors to shift a drive point of the engine on an optimum fuel consumption operation curve by a preset rotation speed variation Nrt1 in a specific range of rotation speed that ensures no occurrence of a misfire in the engine within an input limit Win of a battery and to ensure output of a braking torque demand Tr* to a ring gear shaft or driveshaft (steps S200 to S250). Such braking control stably lowers a rotation speed Ne of the engine to a target rotation speed Ne* and desirably enhances the fuel consumption under the catalyst degradation control.

Claims

1. A power output apparatus that outputs power to a driveshaft, the power output apparatus comprising:

an internal combustion engine that has an output shaft and outputs power, the internal combustion engine being equipped with a catalytic conversion unit that uses a catalyst for catalytic conversion of an exhaust gas or emission from the internal combustion engine;

an electric power-mechanical power input output mechanism that receives as input, and also outputs, electric power and mechanical power, the electric power-mechanical power input output mechanism is connected with the output shaft of the internal combustion engine and with the driveshaft and outputs at least part of the output power of the internal combustion engine to the driveshaft;

a motor that inputs and outputs power from and to the driveshaft;

an accumulator unit that transmits electric power to and from both the electric power-mechanical power input output mechanism and the motor;

a driving force demand setting unit that sets a driving force demand to be output to the driveshaft;

a target operation state setting module that enables intermittent operation of the internal combustion engine when it is determined that the internal combustion engine does not need to continuously operate and sets a target operation state of the internal combustion engine based on the set driving force demand, and continuously keeps operation of the internal combustion engine when it is determined that the internal combustion engine needs to continuously operate and sets the target operation state of the internal combustion engine based on the set driving force demand; and

a control module in operative communication with an accelerator movable between a depressed position and a released position, the control module, when required to output either a braking force or a light load to the drive shaft while the accelerator is in the released position, effects control such that;

regardless of whether it is determined that the internal combustion engine needs to continuously operate or does not need to continuously operate, the control module controls the internal combustion engine to continuously operate to effect catalyst degradation control to reduce degradation of the catalyst used by the catalytic conversion unit;

in a circumstance where it is determined that the internal combustion engine does not need to continuously operate, the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to drive the internal combustion engine in the set target operation state to ensure output of a driving force equivalent to the set driving force demand to the driveshaft; and

in a circumstance where it is determined that the internal combustion engine needs to continuously operate, the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make an operating status of the internal combustion engine approach the set target operation state while continuing the explosive combustion of the fuel in the internal combustion engine with satisfaction of a predetermined routine for efficient operation of the internal combustion engine and lowering of rotation speed of the internal combustion engine to ensure output of the driving force equivalent to the set driving force demand to the driveshaft.

2. A power output apparatus in accordance with claim 1, wherein the predetermined routine includes a constraint for efficient operation of the internal combustion engine.

3. A power output apparatus in accordance with claim 1, the power output apparatus further comprising:

a chargeable range detection unit that detects a chargeable range of the accumulator unit,

wherein the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make the operating status of the internal combustion engine approach the set target operation state via the predetermined routine while continuing the explosive combustion of the fuel in the internal combustion engine based on the detected chargeable range of the accumulator unit.

4. A power output apparatus in accordance with claim 1, wherein the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to change a rotation speed of the internal combustion engine by a specified rotation number per unit time and thereby make the operating status of the internal combustion engine approach the set target operation state.

5. A power output apparatus in accordance with claim 4, wherein the specified rotation number per unit time is smaller than a rotation number per unit time under control in a state other than the specific driving state to make the operating status of the internal combustion engine approach the set target operation state.

6. A power output apparatus in accordance with claim 1, wherein the electric power-mechanical power input output mechanism comprises:

a three shaft-type power input output structure that is connected to three shafts, the three shafts being (1) the output shaft of the internal combustion engine, (2) the driveshaft, and (3) a rotating shaft, and inputs and outputs power from and to a residual shaft based on powers input and output from and to any two shafts among the three shafts; and

a generator that inputs and outputs power from and to the rotating shaft.

7. A vehicle, comprising:

an internal combustion engine that has an output shaft and outputs power, the internal combustion engine being equipped with a catalytic conversion unit that uses a catalyst for catalytic conversion of an exhaust gas or emission from the internal combustion engine;

an electric power-mechanical power input output mechanism that receives as input, and also outputs, electric power and mechanical power, the electric power-mechanical power input output mechanism is connected with the output shaft of the internal combustion engine and with a first axle and outputs at least part of the output power of the internal combustion engine to a driveshaft;

a motor that inputs and outputs power from and to the first axle or a second axle different from the first axle;

an accumulator unit that transmits electric power to and from both the electric power-mechanical power input output mechanism and the motor;

a driving force demand setting unit that sets a driving force demand required for a drive of the vehicle;

a target operation state setting module that enables intermittent operation of the internal combustion engine when it is determined that the internal combustion engine does not need to continuously operate and sets a target operation state of the internal combustion engine based on the set driving force demand, and continuously keeps operation of the internal combustion engine when it is determined that the internal combustion engine needs to continuously operate and sets the target operation state of the internal combustion engine based on the set driving force demand;

an accelerator movable between a depressed position and a released position; and

a control module in operative communication with the accelerator and that, when required to output either a braking force or a light load to the drive shaft while the accelerator is in the released position, effects control such that;

regardless of whether it is determined that the internal combustion engine needs to continuously operate or does not need to continuously operate, the control module controls the internal combustion engine to continuously operate to effect catalyst degradation control to reduce degradation of the catalyst used by the catalytic conversion unit;

in a circumstance where it is determined that the internal combustion engine does not need to continuously operate, the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to drive the internal combustion engine in the set target operation state to ensure output of a driving force equivalent to the set driving force demand to the vehicle; and

in a circumstance where it is determined that the internal combustion engine needs to continuously operate, the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make an operating status of the internal combustion engine approach the set target operation state while continuing the explosive combustion of the fuel in the internal combustion engine with satisfaction of a predetermined routine for efficient operation of the internal combustion engine and lowering of rotation speed of the internal combustion engine to ensure output of the driving force equivalent to the set driving force demand to the vehicle.

8. A vehicle in accordance with claim 7, wherein the predetermined routine includes a constraint for efficient operation of the internal combustion engine.

9. A vehicle in accordance with claim 7, the vehicle further comprising:

a chargeable range detection unit that detects a chargeable range of the accumulator unit,

wherein the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make the operating status of the internal combustion engine approach the set target operation state via the predetermined routine while continuing the explosive combustion of the fuel in the internal combustion engine based on the detected chargeable range of the accumulator unit.

10. A vehicle in accordance with claim 7, wherein the control module controls the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to change a rotation speed of the internal combustion engine by a specified rotation number per unit time and thereby make the operating status of the internal combustion engine approach the set target operation state.

11. A vehicle in accordance with claim 10, wherein the specified rotation number per unit time is smaller than a rotation number per unit time under control in a state other than the specific driving state to make the operating status of the internal combustion engine approach the set target operation state.

12. A vehicle in accordance with claim 7, wherein the electric power-mechanical power input output mechanism comprises:

a three shaft-type power input output structure that is connected to three shafts, the three shafts being (1) the output shaft of the internal combustion engine, (2) the driveshaft, and (3) a rotating shaft, and inputs and outputs power from and to a residual shaft based on powers input and output from and to any two shafts among the three shafts; and

a generator that inputs and outputs power from and to the rotating shaft.

13. A control method of a power output apparatus, the power output apparatus comprising:

an internal combustion engine that has an output shaft and outputs power, the internal combustion engine being equipped with a catalytic conversion unit that uses a catalyst for catalytic conversion of an exhaust gas or emission from the internal combustion engine;

an electric power-mechanical power input output mechanism that receives as input, and also outputs, electric power and mechanical power, the electric power-mechanical power input output mechanism is connected with the output shaft of the internal combustion engine and with a driveshaft and outputs at least part of the output power of the internal combustion engine to the driveshaft;

a motor that inputs and outputs power from and to the driveshaft;

an accumulator unit that transmits electric power to and from both the electric power-mechanical power input output mechanism and the motor;

the control method of the power output apparatus comprising the steps of;

(a) enabling intermittent operation of the internal combustion engine when it is determined that the internal combustion engine does not need to continuously operate and setting a target operation state of the internal combustion engine based on the driving force demand to be output to the driveshaft, and continuously keeping operation of the internal combustion engine when it is determined that the internal combustion engine needs to continuously operate and setting the target operation state of the internal combustion engine based on the driving force demand;

(b) when required to output either a braking force or a light load to the drive shaft while an accelerator is in a released position, and it is determined that the internal combustion engine does not need to continuously operate, controlling the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to drive the internal combustion engine in the set target operation state to ensure output of a driving force equivalent to driving force demand to the driveshaft,

(c) when required to output either a braking force or a light load to the drive shaft while an accelerator is in the released position, and it is determined that the internal combustion engine needs to continuously operate, controlling the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make an operating status of the internal combustion engine approach the set target operation state while continuing the explosive combustion of the fuel in the internal combustion engine with satisfaction of a predetermined routine for efficient operation of the internal combustion engine and lowering of rotation speed of the internal combustion engine to ensure output of the driving force equivalent to the driving force demand to the driveshaft; and

(d) executing catalyst degradation control, by controlling the combustion in the internal combustion engine while the accelerator is in the released position, regardless of whether it is determined that the internal combustion engine needs to continuously operate or does not need to continuously operate, to reduce degradation of the catalyst used by the catalytic conversion unit, and by inhibiting stopping of combustion in the internal combustion engine to reduce the degradation of the catalyst.

14. A control method of the power output apparatus in accordance with claim 13, wherein in step (c) the predetermined routine includes a constraint for efficient operation of the internal combustion engine.

15. A control method of the power output apparatus in accordance with claim 13, wherein the step (c) is a step for controlling the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to make the operating status of the internal combustion engine approach the set target operation state via the predetermined routine while continuing the explosive combustion of the fuel in the internal combustion engine based on the detected chargeable range of the accumulator unit.

16. A control method of the power output apparatus in accordance with claim 13, wherein the steps (b) and (c) are steps for controlling the internal combustion engine, the electric power-mechanical power input output mechanism, and the motor to change a rotation speed of the internal combustion engine by a specified rotation number per unit time and thereby make the operating status of the internal combustion engine approach the set target operation state.

17. A control method of the power output apparatus in accordance with claim 16, wherein the specified rotation number per unit time is smaller than a rotation number per unit time under control in the state other than the specific driving state to make the operating status of the internal combustion engine approach the set target operation state.