Vehicular power transmission control apparatus

• US 8,628,450 B2
• Filed: 04/06/2011
• Issued: 01/14/2014
• Est. Priority Date: 04/08/2010
• Status: Expired due to Fees

• Current Assignee: Aishin AI Company Limited (Aisin Corp.)
• Original Assignee: Aishin AI Company Limited (Aisin Corp.)
• Inventors: Miyazaki, Takeshige
• Primary Examiner(s): Holmes, Justin
• Assistant Examiner(s): LE, HUAN G
• Application Number:
  US13/080,907
• Publication Number:
  US 20110251017A1
• Time in Patent Office: 1,014 Days
• Field of Search: 180/65.275, 180/65.31, 477/5, 477/174, 477/180, 477/181, 477/904, 903/930
• US Class Current: 477/5
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2240/423 Torque
• 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 10/196 acting within the driveline, e.g. retarders
• 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 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 30/18072 Coasting
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: B60W 30/18136 Engine braking
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility

Abstract

When it is determined that a driver requests a deceleration of a vehicle (t1), a motor torque is kept to be zero. A value in the deceleration direction (deceleration torque stabilized value A) at which an engine torque is stabilized after it changes from a value in the acceleration direction to the value in the deceleration direction is predicted. Before the engine torque reaches the deceleration torque stabilized value A, the clutch torque is adjusted to be the deceleration torque stabilized value A. When the engine torque reaches the deceleration torque stabilized value A (t3), the clutch torque is gradually decreased from the deceleration torque stabilized value A, and a regeneration torque is gradually increased from zero. A decreasing slope of a vehicle torque is kept constant over a period (t1 to t3) when the vehicle torque decreases. Therefore, the vehicle can smoothly be decelerated during the deceleration of the vehicle. Thus, during the deceleration of a hybrid vehicle with clutch, the clutch torque and the regeneration torque are appropriately adjusted, whereby the vehicle can smoothly be decelerated.

Claims

1. A vehicular power transmission control apparatus that is applied to a vehicle including an internal combustion engine and an electric motor as power sources, and that includes:

a transmission mounted between an output shaft of the internal combustion engine and a driving wheel of the vehicle; and

a clutch that is mounted between the output shaft of the internal combustion engine and an input shaft of the transmission, and that can adjust a clutch torque, which is a maximum torque that the clutch can transmit, wherein

an output shaft of the electric motor is connected to the input shaft or the output shaft of the transmission,

the power transmission control apparatus comprising;

a control unit that controls a torque of the internal combustion engine and a torque of the electric motor based upon a driving condition of the vehicle, and controls the clutch torque to have a value greater than the torque of the output shaft of the internal combustion engine; and

a determining unit that determines whether a driver requests a deceleration of the vehicle based upon a driver'"'"'s operation for an acceleration operation member of the vehicle, wherein

the control unit is configured such that,

when it is determined that the driver requests the deceleration of the vehicle,

it keeps the torque of the electric motor to be zero,

estimates a deceleration torque stabilized value, which is the stabilized value, in the deceleration direction, of the torque of the internal combustion engine after it is changed from a value in the acceleration direction to a value in the deceleration direction,

adjusts the clutch torque to be a value based upon the deceleration torque stabilized value, before the torque of the internal combustion engine reaches the deceleration torque stabilized value, and

when the torque of the internal combustion engine reaches the deceleration torque stabilized value, it gradually decreases the clutch torque from the value based upon the deceleration torque stabilized value, as well as gradually increases a regeneration torque of the electric motor from zero.

2. A vehicular power transmission control apparatus according to claim 1, wherein

the control unit is configured to adjust the clutch torque to have the value based upon the deceleration torque stabilized value, after the torque of the internal combustion engine changes from a value in the acceleration direction to a value in the deceleration direction, and before the torque of the internal combustion engine reaches the deceleration torque stabilized value.

3. A vehicular power transmission control apparatus according to claim 1, wherein

the control unit is configured to use a value equal to the deceleration torque stabilized value as the value based upon the deceleration torque stabilized value.

4. A vehicular power transmission control apparatus according to claim 2, wherein

the control unit is configured to use a value equal to the deceleration torque stabilized value as the value based upon the deceleration torque stabilized value.