United States Patent
`
`[19]
`
`[11] Patent Number:
`
`6,081,042
`
`Tabata et al.
`
`[45] Date of Patent:
`
`Jun. 27, 2000
`
`USOO6081042A
`
`[54] HYBRID VEHICLE DRIVE SYSTEM
`INCLUDING CONTROLLABLE DEVICE
`BETWEEN ENGINE AND ELECTRIC
`MOTOR ANI) VEHICLE DRIVE WHEELS,
`AND APPARATUS FOR CONTROLLING THE
`DEVICE DEPENDING UPON SELECTED
`OPERATION MODE OF THE SYSTEM
`
`5,856,709
`5,873,426
`5,875,691
`5,875,864
`5,887,670
`5,903,061
`
`lbaraki ct al.
`11’1999
`290/45
`.
`231999 Tabata ct al.
`..
`. 180,657
`
`3;"1999 Hata et al.
`.....
`74,5061
`
`. 180,654
`3.31999 Yano ct al.
`.
`..... 181,11’652
`3;"1999 'l'anaka et al.
`
`....................... 290/40 C
`5.31999 Tsuzuki ct al.
`
`FOREIGN PATENT DOCUMENTS
`
`[75]
`
`Inventors: Atsushi Tabata, Okazaki; Yutaka
`Taga, Aichi-ken; Ryuji Ibaraki,
`Toyota; Tsuyoshi Mikami, Toyota;
`Hiroshi Hata, Toyota, all of Japan
`
`Assignee: Toyota Jidosha Kabushiki Kaisha,
`Toyota, Japan
`
`A-63-291738
`A-3-176240
`A-5—65843
`A-5-77660
`A-5-164233
`A-5-296323
`A-6-341535
`A-7-67208
`
`11,1988
`7,1991
`351993
`3,1993
`051993
`11,51993
`1251994
`$1995
`
`Japan .
`Japan .
`Japan .
`Japan .
`Japan .
`Japan .
`Japan .
`Japan .
`
`Appl. No.: 08/821,312
`
`Filed:
`
`Mar. 20, 1997
`
`[30]
`Foreign Application Priority Data
`Mar. 22, 1996
`Mar. 26. 1996
`Aug. 22, 1996
`
`
`
`8—066516
`...... 8-070371
`8—220248
`
`[JP]
`[JP]
`[JP]
`
`Japan
`Japan
`Japan
`
`1511
`[521
`
`[58]
`
`[56]
`
`Int. Cl.7
`US. Cl.
`
`3601.11/02
`................................... 290/45; 290.?11; 475/5;
`180165.12.
`290/11, 32, 45;
`310/266; 1811,1652; 4755
`
`Field of Search
`
`References Cited
`U.S. PATENT DOCUMENTS
`
`5,558,588
`5.571.058
`5,780,882
`
`9/1996 Schmidt
`11/1990 Schmidt
`8/1998 Ibal‘aki et a].
`
`...................................... 475/5
`........ 475/5
`318/148
`
`Primary Examiner—Nicholas Ponomarenko
`Attorney, Agent, or Firm—Obi? & Berridgc, PL
`
`[57]
`
`ABSTRACT
`
`A hybrid drive system for a motor vehicle, wherein a
`controllable device such as an automatic transmission or a
`
`center difl‘erential device is disposed between drive wheels
`of the vehicle and a drive power source consisting of an
`engine operated by combustion of a fuel, and an electric
`motor operated with an electric energy, and the engine
`andx'or the electric motor islare operated for driving the
`motor vehicle in dill‘erent running modes. The controllable
`device is controlled by a control device on the basis of an
`input torque received by the controllable device. The control
`device is adapted to estimate the input torque of depending
`upon a currently selected one of the running modes, or elfect
`learning control of the controllable device in different man-
`ners corresponding to the different running modes.
`
`23 Claims, 20 Drawing Sheets
`
`61
`62
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`HSTTOHLNOOSAIUOGIHGAH
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`ENGINE SPEED SENSOR
`
`THROTTLE SENSOR
`VEHICLE SPEED SENSOR
`
`E
`No (V)
`
`63
`54V
`
`65-
`66‘
`
`67
`68
`
`
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`
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`BRAKE SWITCH
`
`——
`
`
`—'...II
`up!
`L
`I'831108leNOISSIWSNVHJ.OllVWOJJ'IV
`
`
`=3...
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`Page 1 of 40
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`FORD 1239
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`US. Patent
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`Jun. 27, 2000
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`Sheet 1 0f 20
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`6,081,042
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`FIG.1
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`E
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`o
`m
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`Jun. 27,2000
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`Sheet 2 0f 20
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`6,081,042
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`2 Q'
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`—8
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`Jun.27,2000
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`US. Patent
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`Jun. 27, 2000
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`Sheet 4 0f 20
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`6,081,042
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`US. Patent
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`Jun. 27,2000
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`Sheet 5 0f 20
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`
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`6,081,042
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`
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`50
`
`
`GENERATOR
`
`
`
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`MOTOR/
`58
`
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`GENERATOR
`
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` ELECTRIC
`CONTROLLER
`
`
`
`ENERGY
`
`
`
`STORAGE
`
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`DEVICE
`
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` MOTOR/
`
`
`
`HYBRIDDRIVECONTROLLER
` FIG. 5
`
`
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`SECOND CLUTCH
`
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`FIRST CLUTCH
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`Page 6 of 40
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`FORD 1239
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`US. Patent
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`
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`Jun. 27,2000
`
`
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`Sheet 6 0f 20
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`6,081,042
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`
`
`OPERATION MODE DETERMINING SUB-ROUTINE
`
`
`
`
`FIG. 6
`
`SI
`
`
`ENGINE
`STARTING
`REQUIRED ?
`NO
`
`YES
`
`84
`
`83
`
`BRAKING
`REQUIRED?
`
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`
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`<REQUIRED ?:
`
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`
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`
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`
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`
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`
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`
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`SELECTING 56
`
`
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`MODE 6
`
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`|
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`
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`
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`
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`
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`
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`
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`
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`
`
`
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`
`
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`
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`Page 7 of 40
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`FORD 1239
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`US. Patent
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`Jun. 27, 2000
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`
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`Sheet 7 0f 20
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`6,081,042
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`Page 8 of 40
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`FORD 1239
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`US. Patent
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`
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`Jun. 27,2000
`
`
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`Sheet 8 0f 20
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`6,081,042
`
`
`
`START
`
`8A1
`
`
`
`
`
`
`
`
`2-*3 SHIFT-UP
`CTION?
`
`
`YES
`
`
`
`SOLENOID-OPERATED VALUES SL1-SL4
`
`
`
`
`
`COMMANDED TO RELEASE BRAKE B3
`
`
`
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`
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`5A9
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`
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`
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`IN OPERATION MODE 2
`
`
`
`8A8
`
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`ESTIMATION OF INPUT
`
`
`TORQUE IN OPERATION
`
`MODE 3
`
` 8A4
`
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`
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`
`ESTIMATION OF INPUT TORQUE
`
`
`
`IN OPERATION MODE 4
`
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`SA10
`
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`
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`
`DETERMINATION OF TRANSIENT HYDRAULIC
`
`
`
`
`
`
`PRESSURE PSLU OF LINEAR SOLENOID VALVE SLU
`
`
`
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`
`
`BASED ON ESTIMATED INPUT TORQUE TG
`
`SA11
`
`
`
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`
`
`
`NO
`
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`
`2->3 SHIFT-UP
`
`ACTION
`COMPLETED ?
`
`
`
`
`
`YES
`
`
`
`
`
`CONTROLLING HYDRAULIC PRESSURE PSLU
`
`
`
`
`
`
`BASED ON ACCELERATOR PEDAL OPERATION AMOUNT 0A0
`
`
`
`RETURN
`
`Page 9 of 40
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`FORD 1239
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`Page 9 of 40
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`FORD 1239
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`US. Patent
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`
`Jun. 27, 2000
`
`
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`
`
`
`Sheet 9 0f 20
`
`
`
`6,081,042
`
`
`
`m
`2
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`EQ
`
`
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`HYDRAULIC PRESSURE
`
`Page 10 of 40
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`FORD 1239
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`US. Patent
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`Jun. 27, 2000
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`
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`Sheet 10 0f 20
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`
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`Page 11 of 40
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`FORD 1239
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`Page 11 of 40
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`FORD 1239
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`US. Patent
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`
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`Jun. 27,2000
`
`
`
`
`
`Sheet 11 0f 20
`
`
`
`6,081,042
`
`
`
`START
`
`
`
`SB1
`
`
`
`OIL TEMP
`
`
`Ta_— T1?
`
`
`
`0”:le
`
`
`
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`
`FIG. 11
`
`
`
`
`
`
`
`
`SELECTED MODE
`
`
`UNCHANGED ?
`SB4
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`YES
`
`
`
`5
`
`
`
`
`
`2»3 SHIFT UP
`NO/\ACTION t?)
`
`
`
`
`A
`
`
`
`
`(ANOTHER MODE SELECTED>
`E
`DURING 2~3 SHIFTUP ACTION>
`YES
`
`
`
`
`
`
`
`
`LEARNING
`
`
`CONTROL
`
`
`
`
`
`OF PRESSURE
`
`
`
`MENGINE WATER>
`
`
`PSLU IN MODE 1
`NO TEMP. W:> T2.7
`
`
`
`
`YES
`
`
`
`
`
`332
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`OF TRANSIENT
`
`HYDRAULIC
`
`PRESSURE
`
`
`PSLU INHIBITED
`
`
`OR TERMINATED
`
`
`
`
`@YES
`5310
`
`
`
`
`
`LEARNING
`
`
`CONTROL
`
`
`
`
`OF PRESSURE
`
`
`PSLU IN MODE 2
`
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`OF PRESSURE
`
`
`
`PSLU IN MODE 3
`
`
`
`
`
`
`
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`
`OF PRESSURE
`
`
`
`P8MINMODE4
`
`
`
`RETURN
`
`Page 12 of 40
`
`FORD 1239
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`
`Page 12 of 40
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`FORD 1239
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`

`

`
`
`US. Patent
`
`Jun. 27, 2000
`
`
`
`
`Sheet 12 0f 20
`
`
`
`
`
`6,081,042
`
`
`
`
`FIG. 12
`
`
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`
`
`
`PSUJ*
`
`
`
`
`
`
`
`
`MEDIUM
`
`Page 13 of 40
`
`FORD 1239
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`Page 13 of 40
`
`FORD 1239
`
`

`

`
`US. Patent
`
`
`
`
`Jun. 27, 2000
`
`
`
`
`
`Sheet 13 0f 20
`
`
`
`
`
`
`
`
`
`6,081,042
`
`
`
`
`MODE 1
`
`
`FIG.
`
`
`13
`
`
`MODE 2
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`ESTIMATED
`
`INPUT
`TORQUE
`
`
`
`
`
`
`MEDIUM
`
`
`
`
`MODE 3
`
`
`
`ESTIMATED
`
`INPUT
`TORQUE
`
`
`
`
`
`
`MEDIUM
`
`
`
`MEDIUM
`MEDIUM
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`
`
`
`
`MODE 4
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`
`
`
`Page 14 of 40
`
`FORD 1239
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`Page 14 of 40
`
`FORD 1239
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`

`

`
`
`US. Patent
`
`Jun. 27, 2000
`
`
`
`
`
`Sheet 14 0f 20
`
`
`
`
`
`
`6,081,042
`
`
`
`
`
`“3'
`
`"‘—'
`
`T'—
`
`LL
`
`
`
`12
`
`E/G
`
`
`
`Page 15 of 40
`
`FORD 1239
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`Page 15 of 40
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`FORD 1239
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`

`

`
`
`
`
`
`
`
`
`
`
`US. Patent
`
`Jun. 27, 2000
`
`Sheet 15 0f 20
`
`6,081,042
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
` K
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`FUELINJECTIONAMOUNT
`
`IGNITIONTIMING
`
`'Eiiiélw'JJI
`
`HYBRID_RIVECONTROLLER
`
`
`
`
`
`
`
`
`
`
`
`
`
`CONTROLLER
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`AUTOMATIC
`
`
`
`
`
`TRANSMISSION
`
`5O
`
`‘—
`
`,
`
`II
`
`
`
`
`
`
`
`
`
`
`
`[I
`:1:
`0:0:
`m8
`00 0
`(DC/JUICD a: O
`ZZLIJZl—O
`Z
`UJLuI—Lul-I—
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`CE
`3
`I2
`QUJ
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`
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`_Z
`D
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`EBEB‘DPA‘DM 30
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`00 z
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`Lu
`uJ
`I
`<
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`U)
`
`Page 16 of 40
`
`FORD 1239
`
`

`

`
`US. Patent
`
`
`
`
`Jun. 27, 2000
`
`
`
`
`
`
`
`
`Sheet 16 0f 20
`
`6,081,042
`
`
`
`START
`
`
`
`
`______<10IL TEMP.
`
`—_—<_Ta> T1 ?
`
`
`
`”@8031
`
`
`
`SELECTED MODE
`
`
`UNCHANGED.7
`
`
`
`
`
`
`FIG. 16
`
`
`
`Km
`<—<PRESSUREPCYESREQUIREM>
`
`
`
`CHANGE OF CLUTCH
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`OF HYDRAULIC
`
`
`PRESSURE
`
`
`
`PSLC IN MODE 1
`
`
`
`
`SC7
`
`
`
`ENGINE WATER>
`NO TEMP Tw_> T27
`
`
`
`
`
`
`808
`
`SC10
`
`I
`
`
`
`OR TERMINATED
`
`
`
`
`SCQ
`802 w YES
`
`
`
`
`LEARNING
`LEARNING
`
`
`
`CONTROL
`CONTROL
`
`
`
`
`
`OF HYDRAULIC
`OF TRANSIENT
`
`
`PRESSURE
`HYDRAULIC
`
`
`
`
`
`PRESSURE
`PSLC IN MODE 2
`
`
`
`PSLU INHIBITED
`
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`OF HYDRAULIC
`
`PRESSURE
`
`
`PSLC IN MODE 3
`
`
`
`8012
`
`
`
`
`
`3 N
`
`
`O
`
`
`
`
`LEARNING
`
`CONTROL
`
`
`OF HYDRAULIC
`
`PRESSURE
`
`
`
`
`PSLC IN MODE 4
`
`
`
`
`
`RETURN
`
`Page 17 of 40
`
`FORD 1239
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`Page 17 of 40
`
`FORD 1239
`
`

`

`
`
`US. Patent
`
`Jun. 27, 2000
`
`
`
`
`Sheet 17 0f 20
`
`
`
`
`
`6,081,042
`
`
`
`
`FIG. 17
`
`
`
`
`
`ESTIMATED
`
`INPUT
`TORQUE
`
`
`
`
`
`
`
`
`
`
`
`MEDIUM
`
`
`
`
`
`
`
`Page 18 of 40
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`FORD 1239
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`Page 18 of 40
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`FORD 1239
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`

`

`
`US. Patent
`
`
`
`
`Jun. 27, 2000
`
`
`
`
`
`
`
`
`Sheet 18 0f 20
`
`6,081,042
`
`
`
`
`MODE 1
`
`
`
`FIG. 18
`
`
`MODE 2
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`-
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`MEDIUM
`
`
`
`
`MODE 3
`
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`MEDIUM
`
`
`
`MEDIUM
`MEDIUM
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`
`
`
`
`MODE 4
`
`
`
`ESTIMATED
`
`INPUT
`
`TORQUE
`
`
`
`
`
`
`
`Page 19 of 40
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`FORD 1239
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`Page 19 of 40
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`FORD 1239
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`

`

`
`US. Patent
`
`
`
`
`Jun. 27, 2000
`
`
`
`
`
`
`
`
`Sheet 19 0f 20
`
`6,081,042
`
`
`
` QL
`
`
`
`lJ
`
`Page 20 of 40
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`FORD 1239
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`Page 20 of 40
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`FORD 1239
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`

`

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`
`
`
`US. Patent
`
`Jun. 27, 2000
`
`Sheet 20 0f 20
`
`6,081,042
`
`
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`
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`
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`
`
`
`
`fifiw
`
`
`
`
`
`2052.2sz
`
`.2582
`
`mmmm>mm
`
`m>Eo
`
`Page 21 of 40
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`FORD 1239
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`

`

`
`6,081,042
`
`
`1
`HYBRID VEHICLE DRIVE SYSTEM
`
`
`
`
`INCLUDING CONTROLLABLE DEVICE
`
`
`BETWEEN ENGINE AND ELECTRIC
`
`
`
`
`MOTOR AND VEHICLE DRIVE WHEELS,
`
`
`
`
`
`AND APPARATUS FOR CONTROLLING THE
`
`
`
`
`DEVICE DEPENDING UPON SELECTED
`
`
`
`OPERATION MODE OF THE SYSTEM
`
`
`
`
`
`
`
`
`
`
`
`
`
`This application is based on Japanese Patent Applications
`
`
`
`
`
`
`
`
`10
`No. 8-66516 filed Mar. 22, 1996, No. 8-70371 filed Mar. 26,
`
`
`
`
`
`
`
`
`
`
`1996 and No. 8-220248 filed Aug. 22, 1996, the contents of
`
`
`
`
`
`
`
`
`
`
`
`which are incorporated hereinto by reference.
`
`
`
`
`
`
`CROSS REFERENCE TO RELATED
`
`
`
`APPLICATIONS
`
`
`
`
`
`30
`
`
`
`US. patent applications No. 08/685,102 filed Jul. 22,
`
`
`
`
`
`
`
`
`1996 now US. Pat. No. 5,789,882, and No. 08/746,483 filed
`
`
`
`
`
`
`
`
`
`
`Nov. 12, 1996, now US. Pat. No. 5,856,709.
`
`
`
`
`
`
`
`
`BACKGROUND OF THE INVENTION
`
`
`
`
`1. Field of the Invention
`
`
`
`
`
`The present invention relates in general to a hybrid drive
`
`
`
`
`
`
`
`
`system for driving a motor vehicle, and more particularly to
`
`
`
`
`
`
`
`
`
`25
`an apparatus for controlling a controllable device disposed
`
`
`
`
`
`
`
`between an engine and an electric motor as a drive power
`
`
`
`
`
`
`
`
`
`source and vehicle drive wheels, so that the controllable
`
`
`
`
`
`
`
`
`device is controlled with a reduced shock.
`
`
`
`
`
`2. Discussion of the Related Art
`
`
`
`
`
`
`For driving a motor vehicle, there is known a hybrid drive
`
`
`
`
`
`
`
`
`
`system including, as a drive power source, an engine oper-
`
`
`
`
`
`
`
`
`ated by combustion of a fuel and an electric motor for a
`
`
`
`
`
`
`
`motor vehicle operated with an electric energy, and further
`
`
`
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`
`
`
`
`
`including a controllable device such as an automatic
`
`
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`
`
`transmission, which is disposed between the drive power
`
`
`
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`
`
`
`source and drive wheels of the vehicle. An example of such
`
`
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`
`
`
`
`
`
`a hybrid vehicle drive system is disclosed in JP-A-7-67208.
`
`
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`
`
`
`
`In such a hybrid vehicle drive system, at least one of the
`
`
`
`
`
`
`
`
`
`
`40
`engine and the electric motor is selectively operated to drive
`
`
`
`
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`
`
`
`
`
`the motor vehicle in a selected one of a plurality of different
`
`
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`
`
`running modes, depending upon the running or operating
`
`
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`
`
`condition of the vehicle, so as to minimize the fuel economy
`
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`
`or eXhaust gas emissions from the engine. The running
`
`
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`
`
`45
`modes of the vehicle correspond to respective operation
`
`
`
`
`
`
`modes of the hybrid drive system, which includes: a an
`
`
`
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`
`
`engine drive mode in which the vehicle is driven by the
`
`
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`
`engine; a motor drive mode in which the vehicle is driven by
`
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`
`the electric motor; an engine~motor drive mode in which the
`
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`50
`vehicle is driven by both of the engine and the electric
`
`
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`
`
`motor; and an engine drive+charging mode in which the
`
`
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`
`
`vehicle is driven by the engine while the electric motor is
`
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`
`
`operated as an electric generator for charging an electric
`
`
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`
`
`
`energy storage device.
`
`
`
`55
`The automatic transmission, which is a controllable
`
`
`
`
`
`device in the hybrid drive system, may be an automatic
`
`
`
`
`
`
`
`transmission which has a plurality of operating positions
`
`
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`
`
`having different speed ratios and which is shifted to an
`
`
`
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`
`
`
`appropriate one of the operating positions by selective
`
`
`
`
`
`60
`engagement and disengagement of coupling means such as
`
`
`
`
`
`
`
`clutches and brakes. Alternatively, the automatic transmis-
`
`
`
`
`
`
`
`sion may be a continuously variable transmission whose
`
`
`
`
`
`
`speed ratio can be changed continuously. The automatic
`
`
`
`
`
`
`
`transmission may be controlled on the basis of an input
`
`
`
`
`
`
`65
`torque thereof.
`
`
`For instance, the automatic transmission having two or
`
`
`
`
`
`
`
`more operating positions is shifted from one position to
`
`
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`
`
`
`
`2
`another by engaging one coupling means while at the same
`
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`
`time releasing another coupling means. This shifting action
`
`
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`
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`
`
`
`of the transmission is referred to as “clutch-to-clutch shifting
`
`
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`
`
`
`
`
`
`action”, where appropriate. In a motor vehicle equipped with
`
`
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`
`
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`
`
`an automatic transmission and using an engine as the sole
`
`
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`
`
`drive power source, it is widely practiced to estimate the
`
`
`
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`
`
`input torque of the transmission, and control the engaging
`
`
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`
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`
`
`
`force of the coupling means depending upon the estimated
`
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`
`input torque, so as to reduce a shifting shock of the trans-
`
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`
`mission when the clutch-to-clutch shifting action takes
`
`
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`
`
`
`place. Such a technique is disclosed in JP-A-3-176240,
`
`
`
`
`
`JP-A-5-77660, JP-A-5-164233 and JP-A-5-296323.
`
`
`
`
`However, inaccurate estimation of the input torque of the
`
`
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`
`
`
`
`
`
`automatic transmission results in inadequate shifting actions
`
`
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`
`
`
`15
`of the transmission with a shifting shock. The conventional
`
`
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`
`
`
`
`
`hybrid vehicle drive system suffers from a shifting shock of
`
`
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`
`
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`
`
`
`an automatic transmission due to a variation in the input
`
`
`
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`
`
`
`torque in the different operation modes in which different
`
`
`
`
`
`
`
`drive power sources are used.
`
`
`
`
`
`20
`The clutch-to-clutch shifting action of the automatic
`
`
`
`
`
`transmission may be controlled by a learning control
`
`
`
`
`
`technique, wherein the engaging force or forces of one or
`
`
`
`
`
`
`
`
`both of the two coupling means for effecting the present
`
`
`
`
`
`
`
`
`
`clutch-to-clutch shifting action is controlled on the basis of
`
`
`
`
`
`
`
`
`the engaging force learned in the past clutch-to-clutch
`
`
`
`
`
`
`engaging actions, so as to accommodate differences of the
`
`
`
`
`
`
`hydraulic shift control device between the hybrid drive
`
`
`
`
`
`
`
`systems of the individual motor vehicles, and chronological
`
`
`
`
`
`
`
`
`changes of the hybrid drive systems. Where the coupling
`
`
`
`
`
`
`
`
`means is a hydraulically operated frictional coupling device
`
`
`
`
`
`
`such as a brake or clutch,
`the learning control of the
`
`
`
`
`
`
`engaging force of the frictional coupling device is effected
`
`
`
`
`
`
`
`
`by learning control of the transient hydraulic pressure
`
`
`
`
`
`
`applied to the frictional coupling device during the clutch-
`
`
`
`
`
`
`
`
`to-clutch shifting action of the automatic transmission.
`
`
`
`
`
`
`
`In the conventional
`learning control of the clutch-to-
`
`
`
`
`
`
`clutch shifting action of the automatic transmission,
`the
`
`
`
`
`
`
`engaging force of the coupling means is controlled in the
`
`
`
`
`
`
`
`same learning control method or manner, irrespective of the
`
`
`
`
`
`
`
`
`
`currently selected operation mode of the hybrid drive system
`
`
`
`
`
`
`
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`(currently selected running mode of the vehicle). The con-
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`ventional learning control therefore suffers from inadequate
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`control of the engaging force of the coupling means due to
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`variations in the inertia torque and output characteristics of
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`the hybrid drive system depending upon the currently
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`selected operation mode, whereby the clutch-to-clutch shift-
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`ing action tends to have a high possibility of giving rise to
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`a shifting shock of the transmission.
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`There is also known a hybrid drive system for a motor
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`vehicle having front and rear drive wheels, wherein a torque
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`distributing mechanism is disposed between the drive power
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`source and the drive wheels, for controlling a ratio of
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`distribution of a drive torque of the drive power source to the
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`front and rear drive wheels. The torque distributing mecha-
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`nism may be a center differential device using a planetary
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`gear set, or a differential gear device of bevel gear type. The
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`planetary gear set of the center differential device includes
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`three rotary elements rotatable relative to each other and a
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`differential limiting clutch connecting the two elements of
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`the three rotary elements. The ratio of distribution of the
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`drive torque by the torque distributing mechanism may be
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`controlled by a learning control technique.
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`In the conventional learning control of the drive torque
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`distribution to the front and rear drive wheels, the torque
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`distribution ratio is controlled in the same learning control
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`method or manner, irrespective of the currently selected
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`35
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`Page 22 of 40
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`FORD 1239
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`Page 22 of 40
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`FORD 1239
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`

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`6,081,042
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`3
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`operation mode of the hybrid drive system (currently
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`selected running mode of the vehicle). The conventional
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`learning control therefore suffers from inadequate control or
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`change of the torque distribution ratio due to variations in
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`the inertia torque and output characteristics of the hybrid
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`drive system depending upon the currently selected opera-
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`tion mode.
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`SUMMARY OF THE INVENTION
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`25
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`10
`It is therefore a first object of the present invention to
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`provide an apparatus for controlling a controllable device in
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`a hybrid drive system for a motor vehicle, depending upon
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`a selected one of different operation modes of the drive
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`system or different running modes of the vehicle.
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`15
`It is a second object of the prevent invention to provide an
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`apparatus for controlling an automatic transmission in a
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`hybrid drive system for a motor vehicle, which apparatus
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`permits adequate control of a shifting action of the automatic
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`transmission, so as to meet the selected running mode of the
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`vehicle.
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`It is a third object of the present invention to provide an
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`apparatus for controlling a torque distributing mechanism in
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`a hybrid drive system for a 4-wheel drive motor vehicle,
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`which apparatus permits adequate control of a ratio of
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`distribution of the vehicle drive torque to the front and rear
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`drive wheels, depending upon the selected running mode of
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`the vehicle.
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`The first object indicated above may be achieved accord-
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`30
`ing to a first aspect of the present invention, which provides
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`a hybrid drive system for a motor vehicle, comprising: (a) a
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`drive power source consisting of an engine operated by
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`combustion of a fuel, and an electric motor operated with an
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`electric energy, at least one of the engine and the electric
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`35
`motor being operated for running the motor vehicle in a
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`plurality of running modes; (b) a controllable device dis-
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`posed between the drive power source and drive wheels of
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`the motor vehicle; and (c) a control device for controlling the
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`controllable device on the basis of an input torque received
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`40
`by the controllable device. The control device comprises
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`input
`torque estimating means for estimating the input
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`torque of the controllable device depending upon a currently
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`selected one of the plurality of running modes.
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`invention
`In the hybrid drive system of the present
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`45
`constructed as described above,
`the input
`torque of the
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`controllable device can be accurately estimated by the
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`control device, in an appropriate manner which corresponds
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`to the presently selected running mode of the vehicle,
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`irrespective of variations in the inertia torque of the engine
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`50
`and electric motor and the other fluctuating factors. Since the
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`controllable device is controlled on the basis of the accu-
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`rately estimated input
`the controllable device is
`torque,
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`suitably and smoothly operated without an undesirable phe-
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`nomenon.
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`55
`The principle of the first aspect of this invention described
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`above is applicable to various types of hybrid drive system
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`equipped with the engine and the electric motor as the drive
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`power source for driving the motor vehicle. At least one of
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`the engine and the electric motor may be used as the drive
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`60
`power source, by selective connection and disconnection of
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`appropriate power transmission paths by selective engage-
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`ment and disengagement (releasing) of clutches, or by a
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`synthesizer and distributor mechanism such as a planetary
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`gear mechanism for synthesizing or distributing the outputs
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`65
`of the engine and electric motor, or by suitable means for
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`using the electric motor as an auxiliary drive power source
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`to assist the engine as a primary power source.
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`4
`In a first preferred form of the first aspect of the invention,
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`the controllable device comprises an automatic transmission
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`having a plurality of operating positions having respective
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`different speed ratios. The automatic transmission includes a
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`plurality of coupling devices which are selectively engaged
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`and released for selectively establishing the plurality of
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`operating positions.
`In this case,
`the control device is
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`adapted to control the coupling devices for at least one of
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`shifting actions of the automatic transmission, on the basis
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`of the input torque of the automatic transmission estimated
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`by the input torque estimating means.
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`In one advantageous arrangement of the above first pre-
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`ferred form of the invention,
`the coupling devices are
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`hydraulically operated coupling devices, and the control
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`device further comprises pressure control means for con-
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`trolling a hydraulic pressure of at least one of two coupling
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`devices of the hydraulically operated coupling devices on
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`the basis of the input torque estimated by the input torque
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`estimating means. One of these two coupling devices is
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`engaged while the other of the two coupling devices is
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`released, for shifting the automatic transmission from one of
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`the operating positions to another.
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`The hydraulically operated coupling devices may include
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`clutches and brakes which are selectively engaged and
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`released for selectively establishing the operating positions
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`of the automatic transmission.
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`However, the automatic transmission may be a continu-
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`ously variable transmission whose speed ratio is continu-
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`ously variable. In this case, the continuously variable trans-
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`mission is shifted on the basis of the estimated input torque.
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`In a second preferred form of the first aspect of the
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`invention, the plurality of running modes include a motor
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`drive mode in which the motor vehicle is driven by only the
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`electric motor, and the input torque estimating means is
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`adapted to estimate the input torque on the basis of an output
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`torque of the electric motor as compensated by an inertia of
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`the electric motor.
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`In a third preferred form of the first aspect of the
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`invention, the plurality of running modes include an engine
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`drive mode in which the motor vehicle is driven by only the
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`engine, and the input torque estimating means is adapted to
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`estimate the input torque on the basis of an output torque of
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`the engine as compensated by an inertia and a torque loss of
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`the engine.
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`In a fourth preferred form of the first aspect of the
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`invention,
`the plurality of running modes include an
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`engine-motor drive mode in which the motor vehicle is
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`driven by both of the engine and the electric motor, and the
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`input torque estimating means is adapted to estimate the
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`input torque on the basis of an output torque of the engine
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`as compensated by an inertia and a torque loss of the engine,
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`and an output torque of the electric motor as compensated by
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`an inertia of the electric motor.
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`In a fifth preferred form of the first aspect of the invention,
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`the hybrid drive system further comprises an electric energy
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`storage device for storing the electric energy with which the
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`electric motor is operated, and the plurality of running
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`modes include an engine drive and charging mode in which
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`the motor vehicle is driven by the engine while the electric
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`motor is operated as an electric generator for charging the
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`electric energy storage device. In this case, the input torque
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`estimating means is adapted to estimate the input torque on
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`the basis of an output torque of the engine as compensated
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`by an inertia and a torque loss of the engine, and a regen-
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`erative braking torque of the electric motor as compensated
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`by an inertia of the electric motor. This concept is equally
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`Page 23 of 40
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`FORD 1239
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`Page 23 of 40
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`FORD 1239
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`

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`6,081,042
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`5
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`applicable to a hybrid drive system which includes a sepa-
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`rate electric generator in addition to the electric motor.
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`The present hybrid drive system may include an auto-
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`matic transmission, and a clutch which is disposed between
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`the engine or electric motor and the automatic transmission
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`and which is selectively engaged and released. In this case,
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`the input torque estimating means is preferably adapted to
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`take into account the amount of slipping of the clutch when
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`the input torque of the automatic transmission is estimated.
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`The motor vehicle may include an auxiliary device such
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`as an air conditioner which is driven by the engine or electric
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`motor. In this case, the input torque estimating means is
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`preferably adapted to take into account the operating state of
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`the auxiliary device when the input torque of the automatic
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`transmission is estimated.
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`It will be understood that the input torque estimating
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`means may use any other parameters or variables which are
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`likely