US20040254039A1 - Drive system - Google Patents

Drive system Download PDF

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Publication number
US20040254039A1
US20040254039A1 US10/864,342 US86434204A US2004254039A1 US 20040254039 A1 US20040254039 A1 US 20040254039A1 US 86434204 A US86434204 A US 86434204A US 2004254039 A1 US2004254039 A1 US 2004254039A1
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United States
Prior art keywords
speed
transmission
steptronic
driving force
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
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US10/864,342
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English (en)
Inventor
Yuji Yasui
Takashi Haga
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA MOTOR CO., LTD. reassignment HONDA MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HAGA, TAKASHI, YASUI, YUJI
Publication of US20040254039A1 publication Critical patent/US20040254039A1/en
Priority to US11/648,550 priority Critical patent/US7276008B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2510/24—Energy storage means
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    • B60W2510/244—Charge state
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism

Definitions

  • the present invention relates to a drive system that outputs a driving force by combining a motive power source and an electric drive source.
  • a hybrid vehicle provided with an engine 100 for traveling drive, a motor 101 and a generator 102 , as shown in FIG. 23, has been known (refer to, for example, Japanese Laid-Open Patent Publication No. 2000-2327).
  • the hybrid vehicle is adapted to provide a driving force required for travel by combining the driving force for travel output from the engine 100 and motive power output from the motor 101 if the motive power supplied by the engine 100 is not adequate to cover the required driving force.
  • the motor 101 is operated as a generator to cause regenerative electric power to be collected by a battery 103 through an inverter 105 .
  • the generator 102 provided in the hybrid vehicle collects generated electric power into the battery 103 through the intermediary of the inverter 105 and also supplies the generated power to the motor 101 through the intermediary of the inverter 105 so as to actuate the motor 101 .
  • a motive power distributor 104 adjusts the ratio at which an output of the engine 100 is distributed to drive wheels 107 and the generator 102 , permitting higher efficiency of the engine to be achieved with consequent improved fuel efficiency.
  • the present invention has been made with a view of the background described above, and it is an object of the invention to provide a drive system with improved energy efficiency for operating a motive power source and an electric drive source in cooperation by a simple construction without using a dedicated generator.
  • a drive system including a motive power source, an electric drive source equipped with functions of a generator and a motor, a planetary gear mechanism, and a transmission
  • the planetary gear mechanism comprises three rotary elements, namely, a sun gear rotating about the center of a central shaft, a carrier which rotatably supports a planetary pinion gear moving about the outer periphery of the sun gear while rotating on its axis in engagement with the sun gear and which rotates about the center of the central shaft, and a ring gear rotating about the center of the central shaft on the outer side of the planetary pinion gear while being meshed with the planetary pinion gear
  • one of the three rotary elements of the planetary gear mechanism is connected to an output shaft of the motive power source
  • another one of the rotary elements is connected to an input shaft of the transmission
  • the remaining one of the rotary elements is connected to an input/output shaft of the electric drive source.
  • the motive power source and the electric drive source are both operated so as to allow a driving force exceeding a maximum driving force supplied by the motive power source to be transmitted to the input shaft of the transmission through the intermediary of the planetary gear assembly. Furthermore, only the electric drive source can be actuated, with the motive power source turned off, allowing the transmission to be operated by the electric driving source alone. Moreover, operating the electric drive source as the generator allows the transmission to reduce speed by collecting regenerative electric power.
  • the present invention obviates the need for installing a generator in addition to the electric driving source, so that the operation described above can be accomplished by a simple construction, preventing efficiency of energy use from deteriorating by an increased weight attributable to the addition of a generator.
  • the drive system includes a rotation regulating device for regulating the rotation of the rotary element connected to the input shaft of the transmission.
  • the drive system further includes a motive power connecting and disconnecting device for switching connection/disconnection between the output shaft of the motive power source and the input shaft of the transmission.
  • the driving force of the transmission can be transmitted from the motive force source by directly connecting the output shaft of the motive power source and the input shaft of the transmission.
  • the loss incurred when the driving force is transmitted from the motive power source to the transmission can be restrained.
  • the transmission comprises a steptronic transmission having an input shaft provided with a train of input gears and an output shaft provided with a train of output gears meshing with the train of input gears
  • the drive system comprises a driving force transmitting device provided between the input/output shaft of the electric drive source and the output shaft of the steptronic transmission for adjusting a driving force output from the electric drive source and transmitting the adjusted driving force to the output shaft of the steptronic transmission.
  • the driving force transmitting device comprises a torque converter.
  • the driving force transmitting device permits easy control for adjusting the driving force transmitted from the electric drive source to the output shaft of the steptronic transmission. Moreover, amplifying torque by the torque converter reduces the output required of the electric driving source, so that the electric driving source can be made smaller.
  • the transmission comprises a steptronic transmission having an input shaft provided with a train of input gears and an output shaft provided with a train of output gears meshing with the train of input gears
  • the drive system comprises a speed changing control device for controlling the rotational speed of the electric drive source such that the rotational speed of the input shaft of the steptronic transmission corresponds to the rotational speed obtained by multiplying the rotational speed of the output shaft of the steptronic transmission by a gear ratio of a new speed when a speed changing operation is performed in the steptronic transmission.
  • the speed changing control device controls the rotational speed of the electric motive power source with good control responsiveness such that the rotational speed of the input shaft of the steptronic transmission will be the rotational speed obtained by multiplying the rotational speed of the output shaft by a gear ratio of a new speed.
  • the drive system according to the present invention further includes a transmitted driving force control device for adjusting motive power to be transmitted to the steptronic transmission from a rotating element connected to the output shaft of the electric drive source by the motive power transmitting device on the basis of the rotational speed of the output shaft of the steptronic transmission in the process of speed change in the steptronic transmission.
  • a transmitted driving force control device for adjusting motive power to be transmitted to the steptronic transmission from a rotating element connected to the output shaft of the electric drive source by the motive power transmitting device on the basis of the rotational speed of the output shaft of the steptronic transmission in the process of speed change in the steptronic transmission.
  • the driving force transmitted to the output shaft of the steptronic transmission from the input/output shaft of the electric drive source by the driving force transmitting device can be adjusted by the transmitted driving force control device according to the rotational speed of the output shaft of the steptronic transmission.
  • This makes it possible to adjust an excessive or insufficient driving force transmitted to the output shaft of the steptronic transmission by means of the driving force from the electric drive source while changing the speed.
  • This agreement makes it possible to restrain fluctuation in the rotational speed of the output shaft of the steptronic transmission during the speed change process.
  • the drive system is mounted on a movable body, and includes a motive power source control device for controlling an output of the motive power source according to an instruction for a predetermined driving condition, and an electric drive source control device for controlling an output of the electric drive source so that an actual speed of the movable body follows a target speed of the movable body set according to the instruction for a driving condition.
  • an output of the motive power source is set according to the driving condition by the motive power source control device, and an output of the electric drive source is controlled by the electric drive source control means so that the actual speed of the movable body follows the target speed.
  • the actual speed of the movable body follows the target speed by setting the output of the motive power source so as to obtain high energy efficiency and then by adjusting the output of the electric drive source.
  • the drive system according to the present invention further includes a driving force managing device for determining an output of the motive power source according to a charged condition of storage device connected to the electric drive source.
  • This arrangement makes it possible to prevent an excessive or insufficient charge amount of the storage device by determining the distribution of the output of the motive power source and the output of the electric drive source according to a charged state of the storage device.
  • the electric drive source control device determines an output of the electric drive source by using response specifying control that permits variable designation of an attenuation behavior and an attenuation speed of a difference between the target speed and the actual speed of the movable body so as to make the actual speed of the movable body follow the target speed.
  • the electric drive source control device determines the output of the electric drive source by using the response specifying control so as to restrain response delays or overshoots. This allows the actual speed of the movable body to accurately follow the target speed.
  • the drive system according to the present invention further includes a braking device for braking the movable body and a braking control device for determining a braking force of the braking device by using response specifying control that permits variable designation of an attenuation behavior and an attenuation speed of a difference between the target speed and the actual speed of the movable body so as to make the actual speed of the movable body follow the target speed.
  • An attenuation speed of the difference between the target speed and the actual speed of the movable body in the response specifying control used by the electric drive source control means is set to be higher than an attenuation speed of the difference between the target speed and the actual speed of the movable body in the response specifying control used by the braking control device.
  • This arrangement makes it possible to prevent braking forces applied to the movable body from becoming unstable by interference between the response specifying control used by the electric drive source control device and the response specifying control used by the braking control device.
  • the control of the electric drive source by the electric drive source control means is carried out before the control over the braking means by the braking control device. This makes it possible to efficiently collect the decelerating energy of the movable body by the generating operation of the electric drive source and then to make the actual speed of the movable body accurately follow the target speed by the braking device.
  • FIG. 1A is a general block diagram of a drive system in accordance with the present invention
  • FIG. 1B is a cross-sectional view of a planetary gear assembly
  • FIGS. 2A and 2B are operation explanatory diagrams of an engine start mode
  • FIGS. 3A and 3B are operation explanatory diagrams of a power generation mode
  • FIGS. 4A and 4B are operation explanatory diagrams of a driving force assist mode
  • FIGS. 5A and 5B are operation explanatory diagrams of an engine running mode
  • FIGS. 6A and 6B are operation explanatory diagrams of a motor running mode
  • FIGS. 7A and 7B are operation explanatory diagrams of a regeneration mode
  • FIGS. 8A and 8B are operation explanatory diagrams of an engine restart mode
  • FIGS. 9A and 9B are operation explanatory diagrams of a speed change driving force complementary mode
  • FIG. 10 is a control block diagram of a controller
  • FIGS. 11A through 11D are explanatory diagrams of an operation example of the drive system
  • FIG. 12 is an operation flowchart of the controller
  • FIG. 13 is a flowchart of processing for calculating a target vehicle speed
  • FIG. 14 is a flowchart of driving force management processing
  • FIG. 15 is a flowchart of engine driving force control
  • FIG. 16 is a flowchart of a steptronic transmission control
  • FIG. 17 is a flowchart of processing for calculating a target value of the rotation of a planetary gear
  • FIG. 18 is a flowchart of motor control
  • FIG. 19 is a flowchart of engine clutch control
  • FIG. 20 is a flowchart of vehicle brake control
  • FIG. 21 is a flowchart of torque converter clutch control
  • FIG. 22 is a flowchart of planetary gear brake control
  • FIG. 23 is a block diagram showing a conventional hybrid vehicle.
  • FIG. 1A is a general block diagram of a drive system in accordance with the present invention
  • FIG. 1B is a cross-sectional view of a planetary gear assembly
  • FIGS. 2A and 2B are operation explanatory diagrams of an engine start mode
  • FIGS. 3A and 3B are operation explanatory diagrams of a power generation mode
  • FIGS. 4A and 4B are operation explanatory diagrams of a driving force assist mode
  • FIGS. 5A and 5B are operation explanatory diagrams of an engine running mode
  • FIGS. 6A and 6B are operation explanatory diagrams of a motor running mode
  • FIGS. 1A is a general block diagram of a drive system in accordance with the present invention
  • FIG. 1B is a cross-sectional view of a planetary gear assembly
  • FIGS. 2A and 2B are operation explanatory diagrams of an engine start mode
  • FIGS. 3A and 3B are operation explanatory diagrams of a power generation mode
  • FIG. 7A and 7B are operation explanatory diagrams of a regeneration mode;
  • FIGS. 8A and 8B are operation explanatory diagrams of an engine restart mode;
  • FIGS. 9A and 9B are operation explanatory diagrams of a speed change driving force complementary mode;
  • FIG. 10 is a control block diagram of a controller;
  • FIGS. 11A through 11D are explanatory diagrams of an operation example of the drive system;
  • FIG. 12 is an operation flowchart of the controller;
  • FIG. 13 is a flowchart of processing for calculating a target vehicle speed;
  • FIG. 14 is a flowchart of driving force management processing;
  • FIG. 15 is a flowchart of engine driving force control;
  • FIG. 16 is a flowchart of a steptronic transmission control;
  • FIG. 17 is a flowchart of processing for calculating a target value of the rotation of a planetary gear
  • FIG. 18 is a flowchart of motor control
  • FIG. 19 is a flowchart of engine clutch control
  • FIG. 20 is a flowchart of vehicle brake control
  • FIG. 21 is a flowchart of torque converter clutch control
  • FIG. 22 is a flowchart of planetary gear brake control.
  • a drive system K in accordance with the present invention is constructed of an engine 1 corresponding to a motive power source in the present invention, an electric motor 2 corresponding to an electric drive source in the present invention, and a steptronic transmission 3 corresponding to a transmission in the present invention, which are mechanically combined through the intermediary of a planetary gear assembly 4 .
  • the drive system K is installed in a hybrid vehicle, which corresponds to a movable body in the present invention, and drives drive wheels (not shown) by actuating the engine 1 and the electric motor 2 in cooperation.
  • FIG. 1B is a cross-sectional view of the planetary gear assembly 4 observed from the engine 1 side.
  • the planetary gear assembly 4 has a sun gear 10 rotating about the center of a central shaft, three planetary pinion gears 11 ( 11 a , 11 b and 11 c ) rotating about the center of the central shaft while rotating on its axis in engagement with teeth 20 formed on the outer circumference of the sun gear 10 , a ring gear 13 having teeth 22 formed on the inner circumference that rotate, meshing with teeth 21 ( 21 a , 21 b and 21 c ) formed on the outer periphery of the planetary pinion gear 11 , and a carrier 12 that rotatably supports the three planetary pinion gears 11 and moves about the center of the central shaft.
  • the planetary gear assembly 4 is characterized in that, if the numbers of revolutions of two rotating elements out of the three rotating elements in the present invention, namely, the sun gear 10 , the carrier 12 and the ring gear 13 are determined, then the rotational speed of the remaining rotating element is uniquely determined (the working principle of a planetary gear assembly).
  • an output shaft 30 of the engine 1 is connected to the sun gear 10 of the planetary gear assembly 4
  • an input/output shaft 31 of the electric motor 2 is connected to the carrier 12 of the planetary gear assembly 4 through the intermediary of a gear 32 and a gear 33
  • an input shaft 34 of the steptronic transmission 3 is connected to the ring gear 13 of the planetary gear assembly 4 .
  • the gear ratio of the gear 32 to the gear 33 is 1:1, and the rotational speed of the electric motor 2 will be equal to the numbers of revolutions of the ring gear 13 and the input shaft 34 of the steptronic transmission 3 .
  • the drive system K has an engine clutch 5 (corresponding to a motive power connecting/disconnecting means in the present invention) for directly coupling the output shaft 30 of the engine 1 and the input shaft 34 of the steptronic transmission 3 , a ring gear brake 6 (corresponding to a rotation regulating means in the present invention) for regulating the rotation of the ring gear 13 , a torque converter 42 for transmitting a driving output of the electric motor 2 to the output shaft 35 of the steptronic transmission 3 through the intermediary of the gear 32 , the gear 33 , and the gear 40 , and a torque converter clutch 41 for switching between ON and OFF of the driving force transmitted to the torque converter 42 .
  • the torque converter 42 and the torque converter clutch 41 constitute a driving force transmitting means in the present invention.
  • the input shaft 34 of the steptronic transmission 3 is provided with a train of input gears 36 a , 37 a and 38 a.
  • the output shaft 35 of the steptronic transmission 3 is provided with a train of output gears 36 b , 37 b and 38 b meshed with the train of input gears 36 a , 37 a and 38 a , respectively.
  • the operations of the engine 1 , the electric motor 2 , the steptronic transmission 3 , the engine clutch 5 , the ring gear brake 6 , and the torque converter clutch 41 are controlled by control signals issued from a controller 50 comprised of a microcomputer or the like.
  • the controller 50 turns the ring gear brake 6 on to disable the rotation of the ring gear 13 in the engine start mode. This causes the output shaft 30 of the engine 1 connected to the sun gear 10 to be drivingly connected with the input/output shaft 31 of the electric motor 2 connected to the carrier 12 through the intermediary of the gear 33 and the gear 32 .
  • the controller 50 sets the steptronic transmission 3 to a neutral position and actuates the electric motor 2 .
  • This causes a driving force output from the electric motor 2 to be transmitted to the output shaft 30 of the engine 1 through the intermediary of the planetary gear assembly 4 along the path denoted by “a” in FIG. 2A, making it possible to crank the engine 1 .
  • FIG. 2B is a diagram in which the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 are indicated in terms of lengths Ye, Ym and Yt of the axis of ordinates.
  • the numbers of revolutions of these three rotating shafts have a relationship in which they are positioned on a straight line formed by connecting the apexes of the shafts according to the working principle of the planetary gear assembly 4 described above.
  • a rotational speed Yt of the input shaft 34 of the steptronic transmission 3 connected to the ring gear 13 whose rotation has been disabled will be zero.
  • a rotational speed Ye of the engine 1 will be determined by a rotational speed Ym of the electric motor 2 .
  • the controller 50 turns the ring gear brake on to disable the rotation of the ring gear 13 so as to cause the output shaft 30 of the engine 1 connected to the sun gear 10 to be drivingly connected to the input/output shaft 31 of the electric motor 2 connected to the carrier 12 through the intermediary of the gear 33 and the gear 32 and to rotate, as shown in FIG. 3A.
  • the controller 50 sets the steptronic transmission 3 to the neutral position and actuates the engine 1 .
  • This causes the driving force output from the engine 1 to be transmitted to the input/output shaft 31 of the electric motor 2 through the intermediary of the planetary gear assembly 4 along the path indicated by “b” in FIG. 3B, making it possible to generate power by rotating the electric motor 2 .
  • FIG. 3B is a diagram in which the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 are indicated in terms of lengths Ye, Ym and Yt of the axis of ordinates, as in FIG. 2B.
  • the rotational speed Yt of the input shaft 34 of the steptronic transmission 3 connected to the ring gear 13 whose rotation has been disabled will be zero, so that the rotational speed Ym of the electric motor 2 will be determined by the rotational speed Ye of the engine 1 .
  • FIG. 4 a description will be given of the operation of the drive system K in a “driving force assist mode” in which the input shaft 34 of the steptronic transmission 3 is rotatively driven by the driving force of the engine 1 and the driving force of the electric motor 2 .
  • the controller 50 turns the ring gear brake 6 off to set the ring gear 13 to be rotatable.
  • actuating the engine 1 and the electric motor 2 together causes the driving force of the engine 1 to be transmitted to the sun gear 10 of the planetary gear assembly 4 connected to the output shaft 30 of the engine 1 along the path indicated by “c” in FIG. 4A.
  • the driving force of the electric motor 2 is transmitted to the carrier 12 of the planetary gear assembly 4 connected to the input/output shaft 31 of the electric motor 2 through the intermediary of the gear 32 and the gear 33 along the path indicated by “d” in FIG. 4A.
  • the rotational speed of the ring gear 13 of the planetary gear assembly 4 is determined on the basis of the numbers of revolutions of the sun gear 10 and the carrier 12 . Therefore, actuating the engine 1 and the electric motor 2 together allows the controller 50 to actuate the steptronic transmission 3 by adding the driving force of the electric motor 2 to the driving force of the engine 1 . This makes it possible to apply the torque that cannot be obtained by actuating the engine 1 alone to the input shaft 34 of the steptronic transmission 3 .
  • FIG. 4B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the rotational speed Yt of the input shaft 34 of the steptronic transmission 3 is determined on the basis of the numbers of revolutions Ye and Ym of the two drive sources, the engine 1 and the electric motor 2 , respectively.
  • FIG. 5 a description will be given of the operation of the drive system K in an “engine running mode” in which the engine 1 is directly coupled to the steptronic transmission 3 to cause the hybrid vehicle to travel only from the driving force of the engine 1 .
  • the controller 50 turns the engine clutch 5 on to connect the output shaft 30 of the engine 1 to the ring gear 13 of the planetary gear assembly 4 .
  • the controller 50 directly connects the output shaft 30 of the engine 1 to the input shaft 31 of the steptronic transmission 3 .
  • the controller 50 sets the steptronic transmission 3 to a predetermined gear ratio, and the rotational speed of the engine 1 is controlled so that the numbers of revolutions of the carrier 12 and the sun gear 10 coincide with each other.
  • This causes the driving force of the electric motor 2 to be zero, allowing the hybrid vehicle to travel only from the driving force of the engine 1 transmitted along the path denoted by “e” in FIG. 5A.
  • controlling the slip rate of the engine clutch 5 makes it possible to control the driving force at a moving start or implement creep travel.
  • the driving force of the electric motor 2 is set to zero, then loss in the driving force is incurred due to friction or the like of the planetary gear assembly 4 or the electric motor 2 .
  • the input/output shaft 31 of the electric motor 2 may be disengaged from the planetary gear assembly 4 by a clutch or the like, or the electric motor 2 may be actuated to cancel out the aforementioned loss in the driving force. It is also possible to actuate the electric motor 2 with the engine 1 actuated by turning the engine clutch 5 on thereby to assist the driving force of the engine 1 with the driving force of the electric motor 2 .
  • FIG. 5B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the rotational speed Ye of the engine 1 In the engine running mode, the rotational speed Ye of the engine 1 , the rotational speed Ym of the electric motor 2 , and the rotational speed Yt of the input shaft of the steptronic transmission 3 are equal.
  • the controller 50 turns the engine clutch 5 off and sets the steptronic transmission 3 at a predetermined gear ratio.
  • the controller 50 determines a rotational speed Nc of the carrier 12 of the planetary gear assembly 4 so that a rotational speed Ns of the sun gear 10 becomes zero according to equations (1) and (2) given below:
  • Gr Number of teeth of the ring gear
  • Gs Number of teeth of the sun gear
  • Rs Gear ratio of the ring gear to the sun gear.
  • Nc Number of revolutions of the carrier
  • Nr Number of revolutions of the ring gear
  • Rc Gear ratio of the carrier to the ring gear
  • FIG. 6B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the rotational speed Ye of the engine 1 becomes zero, so that the rotational speed Yt of the input shaft 34 of the steptronic transmission 3 is determined on the basis of the rotational speed Ym of the electric motor 2 .
  • the controller 50 turns the engine clutch 5 off and sets the steptronic transmission 3 at a predetermined gear ratio.
  • the electric motor 2 is controlled to satisfy the aforesaid equation (2). This allows the controller 50 to stop the running of the engine 1 so as to restrain the deceleration energy from being consumed due to the loss attributable to the running of the engine 1 .
  • the deceleration energy can be transmitted to the electric motor 2 along a path indicated by “g” in FIG. 7A and the deceleration energy can be converted into electric energy to be collected.
  • FIG. 7B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in the regeneration mode in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the rotational speed Ye of the engine 1 will be zero, so that the rotational speed Yt of the input shaft 34 of the steptronic transmission 3 is determined on the basis of the rotational speed Ym of the electric motor 2 .
  • FIG. 8 a description will be given of the operation of the drive system K in an “engine restart mode” for restarting the engine 1 in a state wherein the hybrid vehicle is traveling with the engine 1 stopped.
  • the controller 50 turns the engine clutch 5 off and sets the steptronic transmission 3 at a predetermined gear ratio.
  • the driving force output from the electric motor 2 is transmitted to drive wheels (not shown) through the intermediary of the steptronic transmission 3 along a path h 1 branched from a path indicated by “h” in FIG. 8A and also transmitted to the output shaft 30 of the engine 1 along a path h 2 branched from the path “h”.
  • the rotational speed Ns of the output shaft 30 of the engine 1 connected to the sun gear 10 of the planetary gear assembly 4 is determined on the basis of the rotational speed Nr of the ring gear 13 of the planetary gear assembly 4 connected to the input shaft 34 of the steptronic transmission 3 and the rotational speed Nc of the carrier 12 connected to the electric motor 2 through the intermediary of the gear 33 and the gear 32 .
  • FIG. 8B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in the engine restart mode in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the rotational speed Yt of the input shaft of the steptronic transmission 3 is determined on the basis of the rotational speed Ye of the engine 1 and the rotational speed Ym of the electric motor 2 .
  • the controller 50 carries out speed change processing in which it turns the engine clutch 5 off, changes a gear ratio of the steptronic transmission 3 , and turns the engine clutch 5 back on again.
  • the torque converter clutch 41 is controlled to a preset slip rate according to the speed of the hybrid vehicle at the speed change, and the driving force of the electric motor 2 is transmitted to the drive wheels along a path extending from “i 1 ” to “i 2 ” in FIG. 9A.
  • the controller 50 controls the engine 1 and the electric motor 2 such that the rotational speed Ns of the sun gear 10 coincides with a rotational speed Nr_next of the input shaft 34 of the steptronic transmission 3 after speed change that is determined on the basis of the vehicle speed VP of the hybrid vehicle and a gear ratio of a new set speed of the steptronic transmission 3 .
  • the rotational speed Ns of the sun gear 10 is generally larger than the rotational speed of the output shaft 35 of the steptronic transmission 3 connected to the drive wheels; therefore, the difference in the rotational speed between the two is converted into torque by torque multiplier effect of the torque converter 42 .
  • This makes it possible to transmit torque, which is larger than the torque actually output by the electric motor 2 , to the output shaft 35 of the steptronic transmission 3 through the intermediary of the torque converter 42 , thus preventing interrupted supply of a driving force when the speed change is carried out in the steptronic transmission 3 . With this arrangement, the drivability can be improved.
  • FIG. 9B is a diagram showing the numbers of revolutions of the output shaft 30 of the engine 1 , the input/output shaft 31 of the electric motor 2 , and the input shaft 34 of the steptronic transmission 3 in the speed change driving force complementary mode in terms of lengths of the axes of ordinates Ye, Ym and Yt.
  • the controller 50 controls the engine 1 and the electric motor 2 so synchronize the rotational speed Ye of the engine 1 and the rotational speed Yt of the input shaft 34 of the steptronic transmission 3 after a speed change, thereby reducing a shock in the speed change processing.
  • the controller 50 Based on the input data signals, the controller 50 outputs engine control parameter signals F_eng_pr, motor drive signals Umot, torque converter clutch control signals SLR, planetary gear brake control signals Up_rk, vehicle brake control signals Uf_brk, and engine clutch control signals CLSRT.
  • the controller 50 includes a target vehicle speed calculator 60 , a driving force manager 61 , an engine driving force control unit 62 , a steptronic transmission control unit 63 , a planetary gear rotation target value calculator 64 , a motor control unit 65 , a torque converter clutch control unit 66 , a planetary gear brake control unit 67 , a vehicle brake control unit 68 , and an engine clutch control unit 69 .
  • the target vehicle speed calculator 60 determines a driving force index Udrv used for driving force management processing and the control of the steptronic transmission, which will be discussed hereinafter, a target driving force F_tgt used for engine drive control, which will be discussed hereinafter, and a target vehicle speed VP_tgt used for steptronic transmission control, planetary gear brake control, and vehicle brake control, which will be discussed hereinafter.
  • the driving force manager 61 determines a drive mode DRV_mode used for the engine drive control and the engine clutch control, which will be discussed hereinafter, and a driving force assist amount RT_ast used for the engine drive control, which will be discussed hereinafter.
  • the engine driving force control unit 62 which corresponds to the motive power source controlling means in the present invention, determines an engine control parameter F_eng_pr on the basis of the drive mode DRV_mode, the driving force assist amount RT_ast, and a target driving force F_tgt, and also calculates the engine speed NE.
  • the steptronic transmission control unit 63 carries out the speed change processing on the steptronic transmission 3 on the basis of the target vehicle speed VP_tgt and the driving force index Udrv, calculates a current gear position NGEAR and the gear position of a new speed NGEAR_cmd of the steptronic transmission 3 , and a speed change flag F_NGEAR_CHG indicating that the speed change processing is being implemented, and outputs the calculation results to the planetary gear target value calculator 64 .
  • the planetary gear target value calculator 64 calculates a carrier rotation target value Nc_cmd on the basis of the current gear position NGEAR and the gear position of a new speed NGEAR_cmd of the steptronic transmission 3 , and the speed change flag F_NGEAR_CHG indicating that the speed change processing is being implemented, and outputs the calculated value to the motor control unit 65 .
  • the motor control unit 65 calculates the motor drive signal Umot on the basis of the actual rotational speed Nc of the carrier 12 and the carrier rotation target value Nc_cmd, and outputs the motor drive signal to the electric motor 2 .
  • the planetary gear brake control unit 67 outputs a planetary gear brake control signal Up_cmd calculated on the basis of the target vehicle speed VP_tgt.
  • the vehicle brake control unit 68 calculates a vehicle brake control signal Uf_brk on the basis of the target vehicle speed VP_tgt and the actual vehicle speed VP, and outputs the vehicle brake control signal Uf_brk to the vehicle brake (not shown) for braking the hybrid vehicle.
  • FIG. 11 is a graph showing in a time series an operation example of the drive system K controlled by the controller 50 , the axis of abscissa indicating time Time.
  • the axis of ordinate indicates vehicle speed V of the hybrid vehicle in the graph of FIG. 11A, indicates driving forces DRV of the engine 1 and the electric motor 2 in the graph of FIG. 11B, indicates an assist amount RT_ast supplied by the electric motor 2 in the graph of FIG. 1C, and indicates the charged amount BT_chg of the battery in the graph of FIG. 1D.
  • the controller 50 controls the driving forces supplied by the engine 1 and the electric motor 2 such that the actual vehicle speed VP of the hybrid vehicle coincides with the target vehicle speed VP_tgt.
  • ENG_drv denotes the driving force supplied by the engine 1
  • MOT_drv denotes the driving force supplied by the electric motor 2
  • TTL_drv denotes a total driving force supplied by the engine 1 and the electric motor 2
  • K VP denotes travel resistance that changes according to the vehicle speed VP. If MOT_drv is positive (MOT_drv>0), then the electric motor 2 works as an electric motor. If MOT_drv is negative (MOT_drv ⁇ 0), then the electric motor 2 works as a generator.
  • the power generating operation of the electric motor 2 will provide a negative assist (RT_ast ⁇ 0) in an acceleration range of time to t 0 t 1 , and a total driving force TTL_drv in the graph of FIG. 11B will be smaller than the engine driving force ENG_drv.
  • the electric motor 2 acts as an electric motor and assists the driving force of the engine 1 , leading to a positive assist (RT_ast>0). This is performed in the aforesaid driving force assist mode.
  • the controller 50 manages the charged amount of the battery, and runs the electric motor 2 by the driving force of the engine 1 to generate electric power so as to charge the battery when the remaining charge amount of the battery reaches 20% or less (BT_chg ⁇ 20%) (t 0 to t 1 in the graph), as shown in FIG. 11D.
  • the controller 50 first carries out the target vehicle speed calculation processing in STEP 1 to calculate the target vehicle speed VP_tgt of the hybrid vehicle. Then, the controller 50 carries out driving force management processing in STEP 2 so that the actual vehicle speed VP of the hybrid vehicle coincides with the target vehicle speed, carries out engine driving force control in STEP 3 , carries out steptronic transmission control in STEP 4 , and carries out processing for calculating a target value of the rotational speed of the planetary gear in STEP 5 .
  • the controller 50 furthermore carries out electric motor control in STEP 6 , carries out engine clutch control in STEP 7 , carries out torque converter clutch control in STEP 8 , carries out vehicle brake control in STEP 9 , and carries out planetary gear brake control in STEP 10 .
  • the following will describe the procedure for carrying out the processing of STEP 1 through STEP 10 .
  • the target vehicle speed calculation processing is carried out by the target vehicle speed calculator 60 (FIG. 10) installed in the controller 50 .
  • Udrv driving force index
  • the target vehicle speed calculator 60 converts the depressing force BK applied to the brake pedal into the degree of opening of the accelerator pedal to calculate the driving force index Udrv according to an equation (4) given below.
  • the degree of opening AP of the accelerator pedal and the depressing force BK applied to the brake pedal correspond to instructions regarding driving conditions in the present invention.
  • Udrv Driving force index
  • BK Depressing force applied to the brake pedal
  • Kbk Coefficient for converting depressing forces (0 to max.) applied to the brake pedal into the degrees of opening (0 to ⁇ 90 deg) of the accelerator pedal.
  • the target vehicle speed calculator 60 applies the actual vehicle speed VP of the hybrid vehicle and the driving force index Udrv to a Udrv/F_tgt map shown in FIG. 13 so as to obtain a target driving force F_tgt.
  • Data of the Udrv/F_tgt map is stored in a memory (not shown) beforehand, and the Udrv/F_tgt map has a plurality of Udrv/F_tgt graphs (UF_h, UF_m, and UF_l) according to actual vehicle speed VP, as shown in the figure.
  • the target vehicle speed calculator 60 selects a Udrv/F_tgt graph based on the actual vehicle speed VP and applies a driving force index Udrv.
  • the target vehicle speed calculator 60 calculates the target vehicle speed VP_tgt on the basis of the target driving force F_tgt.
  • the target vehicle speed calculator 60 calculates the target vehicle speed VP_tgt according to a model equation represented by the following equation (5).
  • M Weight of vehicle
  • VP Actual vehicle speed
  • K(VP) Traveling resistance coefficient taking actual vehicle speed (VP) as parameter
  • F_tgt Target driving force
  • Equation (7) is derived from the equation (6) when attention is focused on actual vehicle speed.
  • M ⁇ VP ⁇ ( k + 1 ) - VP ⁇ ( k ) dt - K ⁇ ( VP ) ⁇ VP ⁇ ( k ) + F_tgt ⁇ ( k ) ( 6 )
  • VP ⁇ ( k + 1 ) 1 - K ⁇ ( VP ) ⁇ dt M ⁇ VP ⁇ ( k ) + dt M ⁇ F_tgt ⁇ ( k ) ( 7 )
  • VP(k+1) Actual vehicle speed in (k+1)th control cycle
  • VP(k) Actual vehicle speed in k-th control cycle
  • the target vehicle speed calculator 60 substitutes the actual vehicle speed VP of the hybrid vehicle into VP(k) of the following equation (8) in which VP(k+1) in the above equation (7) has been substituted by a target vehicle speed VP_tgt(k) in the k-th control cycle. Furthermore, the target driving force F_tgt calculated in STEP 21 is substituted into F_tgt(k) to obtain the target vehicle speed VP_tgt.
  • VP_tgt ⁇ ( k ) 1 - K ⁇ ( VP ) ⁇ dt M ⁇ VP ⁇ ( k ) + dt M ⁇ F_tgt ⁇ ( k ) ( 8 )
  • VP_tgt(k) Target driving force in the k-th control cycle.
  • the driving force management processing is implemented by the driving force manager 61 incorporated in the controller 50 , the driving force manager 61 corresponding to the driving force. managing means in the present invention.
  • the driving force manager 61 applies the actual vehicle speed VP of the hybrid vehicle and the driving force index Udrv to the VP, Ud/DRV_Mode_map MAP shown in FIG. 14 so as to acquire a drive mode map value DRV_Mode_map.
  • the data of the VP, Ud/DRV_Mode_map MAP is stored in a memory (not shown) beforehand.
  • the values of the DRV_Mode_map are keyed to different operation modes, as shown in Table 1 below. TABLE 1 DRV_Mode_map 1 2 3 4 Operation Regeneration Engine Driving Motor mode mode running force running mode assist mode mode
  • the driving force manager 61 determines whether the charged amount BT_chg of a battery (not shown) is below 20% of a fully charged amount. If the charged amount BT_chg of the battery is below 20%, then the driving force manager 61 proceeds to STEP 40 wherein it determines whether the drive mode map value DRV_Mode_map is 3 or 4, namely, the driving force assist mode or the EV running mode (the mode in which the electric motor 2 is operated as an electric motor).
  • the driving force manager 61 proceeds to STEP 41 wherein it sets the drive mode DRV_Mode to 2 denoting the engine running mode. In the next STEP 42 , the driving force manager 61 sets the drive assist rate RT_ast to ⁇ 0.1. If the drive assist rate RT_ast is negative, then the electric motor 2 acts as an electric motor by being rotated by the driving force of the engine 1 , meaning that it is a load with respect to the drive wheels.
  • the driving force manager 61 proceeds to STEP 32 wherein it sets the drive mode map value DRV_Mode_map to the drive mode DRV_mode.
  • the driving force manager 61 determines whether the drive mode DRV_Mode is 3 denoting the driving force assist mode. If the driving force manager 61 determines that the drive mode DRV_Mode is 3 , then it proceeds to STEP 34 .
  • the driving force manager 61 applies the battery charged amount BT_chg to a BT_chg/RT_ast MAP shown in FIG. 14 so as to set the drive assist rate RT_ast.
  • the data of the BT_chg/RT_ast MAP is stored in a memory beforehand. The larger the charged amount of the battery (BT_chg, 20 to 100%), the higher the drive assist rate RT_ast is set.
  • the driving force manager 61 proceeds to STEP 50 wherein it sets the drive assist rate RT_ast to zero (no assist).
  • the engine drive control is carried out by the engine driving force control unit 62 incorporated in the controller 50 , the engine driving force control unit 62 corresponding to the motive power source controlling means in the present invention (refer to FIG. 10).
  • the engine driving force control unit 62 reduces the target driving force F_tgt on the basis of the drive assist rate RT_ast to calculate the engine driving force F_eng according to the following equation (9) in STEP 60 .
  • the engine driving force Feng is determined on the basis of the drive assist rate RT_ast determined on the basis of the charged amount of the battery by the driving force manager 61 .
  • the drive assist rate RT_ast is set to a smaller value as the charged amount of the battery is smaller.
  • the charged amount of the battery can be maintained at 20% or more by calculating the engine driving force F_eng on the basis of the drive assist rate RT_ast according to the above equation (9), allowing the driving force of the engine 1 to be assisted by the driving force of the electric motor 2 .
  • control parameters the volume of intake air, air-fuel ratio, and ignition timing
  • An output torque of the engine 1 is determined on the basis of a set gear ratio of the steptronic transmission 3 and the engine driving force F_eng, so that the engine driving force control unit 62 determines the control parameters of the engine 1 so as to obtain a predetermined output torque.
  • steptronic transmission control is implemented by the steptronic transmission control unit 63 (refer to FIG. 10) installed in the controller 50 .
  • the correspondence between gear selection target value NGEAR_cmd and gear position of the steptronic transmission 3 is shown in Table 2 below. TABLE 2 NGEAR_cmd ⁇ 1 0 1 2 3 4 5 Gear Reverse Neutral 1st 2nd 3rd 4th 5th position gear gear gear gear gear gear gear gear gear gear gear
  • steptronic transmission control unit 63 proceeds to STEP 71 wherein it applies the driving force index Udrv and the actual vehicle speed VP to a Udrv, VP/NGEAR_cmd MAP shown in FIG. 16 so as to acquire a gear selection target value NGEAR_cmd.
  • Data of the Udrv, VP/NGEAR_cmd MAP is stored in a memory beforehand. As shown in FIG. 16, the Udrv, VP/NGEAR_cmd MAP sets the gear selection target values of the steptronic transmission 3 to five different speeds (1st, 2nd, 3rd, 4th, and 5th, and neutral denoted by N in FIG. 16.
  • the planetary gear rotation target value calculation processing is carried out by the planetary gear rotation target value calculator 64 (refer to FIG. 10) including the function of the speed change controlling means in the present invention.
  • the planetary gear rotation target value calculator 64 applies the speed change index NGEAR_index to a NGEAR_index/Rt MAP shown in FIG. 17 so as to acquire a total gear ratio Rt.
  • Table 3 given below shows a relationship between speed change index NGEAR_index and gear position of the steptronic transmission 3 .
  • Data of the NGEAR_index/Rt MAP is stored in a memory beforehand. TABLE 3 NGEAR_index ⁇ 1 0 1 2 3 4 5 Gear Reverse Neutral 1st 2nd 3rd 4th 5th position gear gear gear gear gear gear gear gear gear gear gear.
  • the planetary gear rotation target value calculator 64 calculates a target value of the rotational speed of the ring gear Nr_cmd according to the following equation (10).
  • Nr — cmd Rt ⁇ Vp — tgt (10)
  • Nr_cmd Ring gear rotational speed target value
  • Rt Total gear ratio
  • VP_tgt Target vehicle speed
  • the planetary gear rotation target value calculator 64 determines whether the engine 1 is at rest. If the engine 1 is at rest, then the planetary gear rotation target value calculator 64 proceeds to STEP 110 wherein it sets the sun gear rotational speed target value Ns_cmd to zero to stop the rotation of the engine 1 , and then proceeds to STEP 98 .
  • the sun gear rotational speed target value Ns_cmd is set to zero also in the EV running mode and the regeneration mode because the engine 1 is placed in a halted state, as well as in the state wherein the engine 1 stops as the vehicle stops.
  • the planetary gear rotation target value calculator 64 proceeds to STEP 95 wherein it determines whether the engine 1 is being started. If it is determined that the engine 1 is being started, then the planetary gear rotation target value calculator 64 proceeds to STEP 120 wherein it sets the sun gear rotational speed target value Ns_cmd at a cranking rotational speed NE_crk so as to crank the engine 1 (the engine start mode), and then proceeds to STEP 98 .
  • the planetary gear rotation target value calculator 64 proceeds to STEP 130 .
  • the planetary gear rotation target value calculator 64 sets the engine rotational speed NE at the sun gear rotational speed target value Ns_cmd to synchronize the rotational speed of the sun gear 10 and the rotational speed of the engine 1 . Then, the planetary gear rotation target value calculator 64 proceeds to STEP 98 .
  • the planetary gear rotation target value calculator 64 calculates a carrier rotational speed target value Nc_cmd according to the following equation (11).
  • Nc — cmd Rc ⁇ Nr — cmd +(1 ⁇ Rc ) ⁇ Ns — cmd (11)
  • Nc_cmd Carrier rotational speed target value
  • Rc Gear ratio of the planetary pinion gear to the ring gear
  • Nr_cmd Ring gear rotational speed target value
  • Ns_cmd Sun gear rotational speed target value
  • the carrier rotational speed target value Nc_cmd is determined according to the above equation (11), and the rotational speed of the carrier 12 is placed under feedback control.
  • a regeneration amount is determined by setting the target vehicle speed VP_tgt to the speed reduced due to traveling resistance with respect to the actual vehicle speed VP when the hybrid vehicle is decelerated.
  • the ring gear rotational speed target value Nr_cmd calculated on the basis of the target vehicle speed VP_tgt and the gear ratio Rt upon completion of speed change according to the above equation (10) is set at the sun gear rotational speed target value Ns_cmd in STEP 77 .
  • the motor control is carried out by the motor control unit 65 (refer to FIG. 10) provided in the controller 50 , the motor control unit 65 corresponding to the electric drive source controlling means in the present invention.
  • the motor control unit 65 performs computation according to the following equations (12) to (15) for each predetermined control cycle to calculate a motor control input Umot to the electric motor 2 by response specifying control.
  • E_Nc(k) Deviation of the rotational speed of the electric motor in a k-th control cycle
  • Nc_cmd(k) Carrier rotational speed target value in the k-th control cycle.
  • SIGMA(k) Switching function value in the k-th control cycle
  • POLE Switching function setting parameter ( ⁇ 1 ⁇ POLE ⁇ 0)
  • E_Nc(k ⁇ 1) Deviation of the rotational speed of the electric motor in a (k ⁇ 1)th control cycle.
  • SUMSIGMA ( k ) SUMSIGMA ( k ⁇ 1)+ SIGMA ( k ) (14)
  • SUMSIGMA(k) Integrated value of switching functions up to a k-th control cycle
  • SUMSIGMA(k ⁇ 1) Integrated value of switching functions up to a (k ⁇ 1)th control cycle
  • the motor control unit 65 first calculates, in STEP 140 , the difference in the rotational speed of the motor E_Nc(k) in the current control cycle according to the above equation (12). Then, in the following STEP 141 , the motor control unit 65 calculates the switching function value SIGMA(k) in the current control cycle according to the above equation (13). In STEP 142 , the motor control unit 65 calculates the switching function integrated value SUMSIGMA(k) in the current control cycle according to the above equation (14).
  • the motor control unit 65 calculates the motor control input Umot(k) in the current control cycle according to the above equation (15).
  • calculating the motor control input Umot by using the response specifying control makes it possible to restrain the occurrence of response delays or overshoots and allow the actual rotational speed Nc of the carrier 12 to accurately follow the carrier rotational speed target value Nc_cmd.
  • the engine clutch control is carried out by the engine clutch control unit 69 (refer to FIG. 10) provided in the controller 50 .
  • the engine clutch control unit 69 determines in STEP 150 whether the drive mode DRV_mode is 2, which means the engine running mode. If the drive mode has been set to 2, namely, the engine running mode, then the engine clutch control unit 69 proceeds to STEP 151 .
  • the engine clutch control unit 69 applies the actual vehicle speed VP to a VP/CLSRT MAP shown in FIG. 19 to acquire a clutch slip rate CLSRT.
  • Data of the VP/CLSRT MAP is stored in a memory beforehand.
  • the VP/CLSRT MAP has three different VP/CLSRT graphs, namely, an AP 1 (large AP), AP 2 (medium AP), and AP 3 (small AP), according to the degrees of opening of the accelerator pedal AP, as shown in FIG. 19.
  • the engine clutch control unit 69 selects a VP/CLSRT graph from among AP 1 to AP 3 according to the degree of opening of the accelerator pedal AP.
  • the engine clutch control unit 69 increases the slip rate of the engine clutch 5 to cause creeping to take place in an extremely low speed range.
  • the vehicle brake control is carried out by a vehicle brake control unit 68 (refer to FIG. 10) installed in the controller 50 , the vehicle brake control unit 68 corresponding to the brake controlling means in the present invention.
  • the vehicle brake control unit 68 performs computation according to the following equations (16) to (19) for each predetermined control cycle to calculate a vehicle brake control input Uf_brk to a vehicle brake (not shown), which corresponds to the braking means in the present invention, by the response specifying control.
  • E_vp(k) Deviation of vehicle speed in a k-th control cycle
  • VP(k) Actual vehicle speed in the k-th control cycle
  • VP_tgt(k) Target vehicle speed in the k-th control cycle
  • SUMSIGMA ′( k ) SUMSIGMA ′( k ⁇ 1)+ SIGMA ′( k ) (18)
  • Uf_brk′(k) Calculated value of vehicle brake control input in the k-th control cycle; and Krch′, Kadp′: Feedback gain.
  • Uf_brk ⁇ ( k ) ⁇ Uf_brk ′ ⁇ ( K ) ⁇ ( Uf_brk ′ ⁇ ( k ) ⁇ 0 ) 0 ( Uf_brk ′ ⁇ ( k ) > 0 ) ( 20 )
  • the vehicle brake control unit 68 first calculates, in STEP 170 , the vehicle speed deviation E_vp(k) of the hybrid vehicle in the current control cycle according to the above equation (16). Then, in the following STEP 171 , the vehicle brake control unit 68 calculates the switching function value SIGMA′(k) in the current control cycle according to the above equation (17). In STEP 172 , the vehicle brake control unit 68 calculates the switching function integrated value SUMSIGMA′(k) in the current control cycle according to the above equation (18).
  • the vehicle brake control unit 68 calculates a vehicle brake control amount Uf_brk′(k) in the current control cycle according to the above equation (19). If a value of the vehicle brake control amount Uf_brk′(k) is negative, then it is a control value for reducing the actual vehicle speed VP. Therefore, the absolute value of the vehicle brake control amount Uf_brk′(k) is used as the vehicle brake control input in the above equation (20) to actuate the vehicle brake, thereby decelerating the vehicle.
  • the vehicle brake control input Uf_brk(k) is set to zero so as to release the vehicle brake.
  • the switching function setting parameter POLE′ of the response specifying controller for the brake in the above equation (17) is set to a value smaller than the switching function setting parameter POLE of the response specifying controller for the motor in the above equation (13), as indicated by ⁇ 1 ⁇ POLE′ ⁇ POLE ⁇ 0.
  • the response speed of the electric motor 2 (the convergent speed of the difference in the rotational speed of the electric motor 2 , E_Nc) becomes higher than the response speed of the vehicle brake (the convergent speed of the vehicle speed difference E_vp), making it possible to restrain interference between the response specifying controller for the motor and the response specifying controller for the brake.
  • the torque converter clutch control is conducted by the torque converter clutch control unit 66 (refer to FIG. 10) corresponding to the transmitted driving force controlling means in the present invention.
  • the torque converter clutch control unit 66 controls the slip rate SLR of the torque converter clutch 41 so that it remains within a range of 0% (tight) to 100% (released).
  • the controller 50 controls the slip rate of the torque converter clutch 41 on the basis of the torque converter clutch slip rate SLR. This allows the driving force to be transmitted to the drive wheels from the electric motor 2 through the intermediary of the torque converter clutch 41 and the torque converter 42 even while the speed changing operation of the steptronic transmission 3 is being performed. It is possible, therefore, to restrain drivability from degrading due to interrupted supply of the driving force.
  • the planetary gear brake control is conducted by the planetary gear brake control unit 67 (see FIG. 10) installed in the controller 50 .
  • the planetary gear brake control unit 67 determines in STEP 200 whether the target vehicle speed VP_tgt is zero. If it is determined that the target vehicle speed VP_tgt is zero, then the planetary gear brake control unit 67 proceeds to STEP 201 and turns on the ring gear brake 6 (see FIG. 1A). This disables the rotation of the ring gear 13 (see FIG. 1A), enabling the engine start mode shown in FIG. 2 and the power generation mode shown in FIG. 3 to be implemented.
  • the planetary gear brake control unit 67 proceeds to STEP 210 wherein it turns the ring brake 6 of f. This enables the rotation of the ring gear 13 , making it possible to implement the driving force assist mode, the engine running mode, the EV running mode, the regeneration mode, the engine restart mode, and the speed change driving force complementary mode shown in FIG. 4 through FIG. 9.
  • the controller 50 executes the series of steps shown in FIG. 12 according to the flowcharts of FIG. 13 through FIG. 22 described above, allowing the actual vehicle speed VP of the hybrid vehicle to accurately follow the target vehicle speed VP_tgt based on the operation performed by the driver.
  • the engine has been used as the motive power source in the present invention.
  • other types of motive power sources such as an electric motor, may be used.
  • the output shaft 30 of the engine 1 is connected to the sun gear 10
  • the input/output shaft 31 of the electric motor 2 is connected to the carrier 12
  • the input shaft 34 of the steptronic transmission 3 is connected to the ring gear 13 .
  • the connection layout may be modified, as necessary.
  • the planetary gear assembly 4 by combining three rotating elements, namely, the sun gear 10 , the ring gear 13 , and the carrier 12 , so that, if the rotation of one rotating element (e.g., the carrier in case of a single pinion or a ring gear in case of a double pinion) out of the three rotating elements is fixed, then the remaining two rotating elements are reversed.
  • one rotating element e.g., the carrier in case of a single pinion or a ring gear in case of a double pinion
  • connecting the electric motor 2 to the fixed rotating element makes it possible to implement the component units in the present embodiment to be constructed without increasing the rotational speed of the electric motor 2 . This makes it possible to reduce the heat generated in the electric motor 2 , the load on a rotor, and demagnetization in a rotor magnet.
  • the motor control unit 65 and the vehicle brake control unit 68 have used the slide mode control; however, the control method is not limited thereto.
  • other types of response specifying control such as back stepping control, or a control method other than the response specifying control may be adopted.
  • the present embodiment has shown the example in which the drive system according to the present invention has been applied to a hybrid vehicle.
  • the present invention can be applied to other types of apparatuses, such as an outboard motor, which require driving forces.
  • the drive system K is equipped with the torque converter 42 and the torque converter clutch 41 (see FIG. 1A) to carry out the torque converter clutch control in which the driving force transmitted from the electric motor 2 to the output shaft 35 of the steptronic transmission 3 is adjusted.
  • the advantages of the present invention can be obtained even if the torque converter 42 and the torque converter clutch 41 are not provided.
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