Drive control device for hybrid vehicle

• US 9,248,831 B2
• Filed: 03/26/2012
• Issued: 02/02/2016
• Est. Priority Date: 03/26/2012
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Hayashi, Koji, Harada, Hiroyasu, Ono, Tomohito, Ishii, Hiroyuki
• Primary Examiner(s): Badii, Behrang
• Assistant Examiner(s): GREENE, DANIEL LAWSON
• Application Number:
  US14/387,603
• Publication Number:
  US 20150321661A1
• Time in Patent Office: 1,408 Days
• Field of Search: 701/22
• US Class Current: 1/1
• CPC Class Codes: B60K 2006/381 characterized by driveline brakes shift brakes in transmission B60K6/54
• 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: 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 2210/40 DC to AC converters
• 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 2240/445 Temperature
• CPC Class Codes: B60L 2270/142 acoustic
• 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 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 7/14 for vehicles propelled by ac motors
• 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 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2030/206 related or induced by the engine
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• 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 903/93 : Conjoint control of different elements

Abstract

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device comprises: an engine start control portion configured to switch an operating state of the clutch during cranking of the engine to raise its speed for starting the engine. The engine start control portion includes: a first clutch controlling portion configured to place the clutch in one of a released state and an engaged state in which a difference between a first dwelling speed to be established in a first half period of a rise of a speed of the engine and a first resonance speed of a drive line extending from the engine to the first electric motor connected to the first differential mechanism through a torsional damper is larger in the other of the released and engaged states, the first resonance speed corresponding to an explosion 1-order frequency of the engine; and a second clutch controlling portion configured to place the clutch in one of the released and engaged states in which a difference between a second dwelling speed to be established in a second half period of the rise of the speed of the engine and a predetermined second resonance speed of the drive line is larger in the other of the released and engaged states, the predetermined second resonance speed corresponding to a revolution 0.5-order pulsation frequency of the engine.

Claims

1. teaches a drive control device for a hybrid vehicle provided with:

a differential device which includes a first differential mechanism and a second differential mechanism and which has four rotary elements; and

an engine,

a first electric motor,

a second electric motor and

an output rotary member which are respectively connected to said four rotary elements, and

wherein one of said four rotary elements is constituted by a rotary component of said first differential mechanism and a rotary component of said second differential mechanism which are selectively connected to each other through a clutch, and

one of the rotary components of said first and second differential mechanisms which are selectively connected to each other through said clutch is selectively fixed to a stationary member through a brake,

said drive control device comprising;

an engine start control portion configured to switch an operating state of said clutch during cranking of said engine to raise its speed for starting said engine, and

wherein said engine start control portion includes;

a first clutch controlling portion configured to place said clutch in one of a released state and an engaged state in which a difference between a first dwelling speed to be established in a first half period of a rise of a speed of said engine and a first resonance speed of a drive line extending from said engine to said first electric motor connected to said first differential mechanism through a torsional damper is larger in the other of said released and engaged states,

said first resonance speed corresponding to an explosion 1-order frequency of said engine; and

a second clutch controlling portion configured to place said clutch in one of said released and engaged states in which a difference between a second dwelling speed to be established in a second half period of the rise of the speed of said engine and a predetermined second resonance speed of said drive line is larger in the other of said released and engaged states,

said predetermined second resonance speed corresponding to a revolution 0.5-order pulsation frequency of said engine.

2. The drive control device according to claim 1, wherein said engine start control portion further includes a first dwelling speed calculating portion configured to calculate said first dwelling speed on the basis of a temperature of said engine and a predetermined relationship between said first dwelling speed and said temperature.

3. The drive control device according to claim 1, wherein said engine start control portion further includes a second dwelling speed calculating portion configured to calculate said second dwelling speed on the basis of a temperature of said engine and a predetermined relationship between said second dwelling speed and said temperature.

4. The drive control device according to claim 1, wherein said engine start control portion commands said engine to be started while the hybrid vehicle is held stationary, and while said output rotary member is locked by a parking mechanism to inhibit a rotary motion of the output rotary member.

5. The drive control device according to claim 1, wherein an inertia of a rotor of said second electric motor is added to an inertia of said drive line when said clutch is placed in said engaged state, so that said first resonance speed or said second resonance speed of said drive line is lowered, and the inertia of the rotor of said second electric motor is subtracted from the inertia of said drive line when said clutch is placed in said released state, so that the first resonance speed or second resonance speed of said drive line is raised.

6. The drive control device according to claim 1, wherein said first differential mechanism is provided with a first rotary element connected to said first electric motor, a second rotary element connected to said engine, and a third rotary element connected to said output rotary member, while said second differential mechanism is provided with a first rotary element connected to said second electric motor, a second rotary element, and a third rotary element, one of the second and third rotary elements of the second differential mechanism being connected to the third rotary element of said first differential mechanism,

and wherein said clutch is configured to selectively connect the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other, while said brake is configured to selectively fix the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to the stationary member.