A hybrid vehicle includes a powertrain having a retarded diesel engine, an electric machine and energy storage system. The engine and motor are operatively coupled through one or more planetary gearsets and selective coupling paths in accordance with application and release of various torque transfer devices to a drivetrain via an output. Regenerative and retarded engine braking are coordinated to provide priority to energy return to an energy storage system in accordance with predetermined power flow limits. Power flow in excess of the limits are handled by increased engine retard braking contributions via engine speed increases.

Coordinated regenerative and engine retard braking for a hybrid vehicle

A hybrid vehicle includes a powertrain having a retarded diesel engine, an electric machine and energy storage system. The engine and motor are operatively coupled through one or more planetary gearsets and selective coupling paths in accordance with application and release of various torque transfer devices to a drivetrain via an output. Regenerative and retarded engine braking are coordinated to provide priority to energy return to an energy storage system in accordance with predetermined power flow limits.

Engine retard operation scheduling and management in a hybrid vehicle

A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Ac drive system for electrically operated vehicle

A power transmission system of a hybrid electric vehicle may include an input shaft, an output shaft, a first planetary gear set including a first rotation element directly connected to a first motor/generator, a second rotation element connected to the output shaft through an externally-meshed gear and a third rotation element directly connected to the input shaft, a second planetary gear set including a fourth rotation element directly connected to a second motor/generator, a fifth rotation element connected to the output shaft through an externally-meshed gear and a sixth rotation element selectively connected to a transmission housing and selectively connected to the first rotation element, transfer gears forming the externally-meshed gears, and frictional elements selectively connecting two rotation elements of the second planetary gear set, selectively connecting the first rotation element to the sixth rotation element, or selectively connecting the sixth rotation element to the transmission housing

Power transmission system of hybrid electric vehicle

A control device for a hybrid vehicle includes an actual intake gas negative pressure detection unit which detects an intake air negative pressure for the engine, an estimated intake gas negative pressure calculation unit which estimates an intake air negative pressure based on a revolution number of the engine and an opening degree of a throttle, and an engine control unit which compares an actual intake gas negative pressure obtained by the actual intake gas negative pressure detection unit with an estimated intake gas negative pressure obtained by the estimated intake gas negative pressure calculation unit. The engine control unit prohibits a fuel supply to the engine until the actual intake gas negative pressure matches the estimated intake gas negative pressure, and carries out the fuel supply to the engine when the actual intake gas negative pressure matches the estimated intake gas negative pressure.

Control device for hybrid vehicle

A vehicle driving apparatus is provided which can execute cranking of an internal combustion engine by transmitting a mechanical power from a rotor of a motor to an engine output shaft without executing an engaging/disengaging operation of a clutch. A driving apparatus 10 of a hybrid vehicle 1 includes a first speed change mechanism 30 capable of receiving the mechanical power from an engine output shaft 8 by a first input shaft 27 and transmitting the mechanical power to drive wheels 88, a second speed change mechanism 40 capable of receiving the mechanical power from the engine output shaft 8 and a rotor 52 by a second input shaft 28 engaged with the rotor 52 and transmitting the mechanical power to the drive wheels 88, a first clutch 21 capable of engaging the engine output shaft 8 with the first input shaft 27, and a second clutch 22 capable of engaging the engine output shaft 8 with the second input shaft 28, wherein the second clutch 22 is placed in an engaged state when operation force for executing an engaging/disengaging operation is not applied to the second clutch 22.

Drive device for vehicle

A control apparatus of a vehicle includes a clutch provided between a driving force source and a drive wheel; a torque transfer power controller that controls a torque transfer power of the clutch based on a predetermined condition; a behavior control apparatus that is provided separately from the clutch, that adjusts a physical quantity related to a speed of the vehicle that changes with a control of the torque transfer power of the clutch by the torque transfer power controller; and a function determiner that determines a vehicle speed control function of the behavior control apparatus, wherein the torque transfer power controller controls the torque transfer power of the clutch based on the predetermined condition and a result of determination provided by the function determiner.

Vehicular control apparatus and method

A driving apparatus (10) includes a first transmission mechanism (30) for receiving mechanical power from an engine output shaft (8) by a first input shaft (27), a second transmission mechanism (40) for receiving the mechanical power from the engine output shaft (8) and a motor (50) by a second input shaft (28), and a first clutch (21) capable of engaging the engine output shaft (8) with the first input shaft (27). When performing cranking of an internal-combustion engine (5), an ECU (100) selects a gear position of the first transmission mechanism (30) and the second transmission mechanism (40) so as to reduce speed of the mechanical power received by the second input shaft (28) and transmit the power to the first input shaft (27), and puts the first clutch (21) into an engaging state. The speed of the mechanical power from the motor (50) is reduced by the second transmission mechanism (40) and the first transmission mechanism (30) to increase torque, and the power is transmitted to the engine output shaft (8) through the first clutch (21).

Driving device for vehicle

During a starting operation or a low-speed drive of a vehicle on a slope, the drive control of the invention sets a gradient-corresponding rotation speed N? as a rotation speed of an engine to output a required driving force against a longitudinal vehicle gradient ?fr (step S110), and sequentially sets a low-µ-road correction rotation speed Nlow upon identification of a low-µ-road drive condition, a vehicle speed difference-compensating rotation speed Nv based on a vehicle speed V, and a brake-based correction rotation speed Nb based on a brake pressure Pb (steps S120 through S250). The drive control sets a target engine rotation speed Ne* based on these settings (step S260) and subsequently sets a target throttle opening THtag (step S270). The operation of the engine is controlled with the greater between the target throttle opening THtag and a required throttle opening THreq corresponding to an accelerator opening Acc (step S290). This arrangement effectively prevents an unexpected slide-down of the vehicle along the slope.

Motor vehicle and control method of motor vehicle

When a crank angle CAa of a specific cylinder, which was expected to stop in a fuel injection stop range over an intake stroke to a compression stroke at a full stop of an engine and received fuel injection, actually exceeds the fuel injection stop range and reaches a preset reference angle CA4, engine stop-state ignition control of the invention ignites the air-fuel mixture in the specific cylinder receiving the fuel injection at a moment of reaching the preset reference angle CA4 (step S260) and simultaneously injects the fuel into a certain cylinder that is in the intake stroke at the moment of the ignition (step S270). When the crank angle CAa of the specific cylinder receiving the fuel injection does not reach the preset reference angle CA4 but exceeds a preset reference angle CA3 that is smaller than the preset reference angle CA4, the engine stop-state ignition control of the invention ignites the air-fuel mixture in the specific cylinder upon a preset wait time elapsed after the full stop of the engine (step S295). This arrangement of the invention effectively restrains direct discharge of the uncombusted fuel at a restart of the engine to prevent the poor emission, while ensuring quiet combustion to reduce the potential vibrations due to the explosive combustion.

Mitsuhiro Tabata

Papers

Drive device for vehicle

Vehicular control apparatus and method

Driving device for vehicle

Motor vehicle and control method of motor vehicle

Internal combustion engine system and internal combustion engine control method