U.S. patent application number 12/662736 was filed with the patent office on 2010-08-26 for motor vehicle and control method of motor vehicle.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Yasuhiro Kaya, Kentaro Tomo.
Application Number | 20100217496 12/662736 |
Document ID | / |
Family ID | 35809572 |
Filed Date | 2010-08-26 |
United States Patent
Application |
20100217496 |
Kind Code |
A1 |
Kaya; Yasuhiro ; et
al. |
August 26, 2010 |
Motor vehicle and control method of motor vehicle
Abstract
In response to a downshift operation (step S160) in a moving
motor vehicle under an accelerator released state, a torque demand
correction value T.alpha.(T) is set to give the greater torque
variation against the lower speed in a downshifting gear position
and against the higher vehicle speed V, until elapse of a preset
time period since the downshift operation (step S180). A torque
demand Tr* to be output to a drive shaft of the motor vehicle is
updated by adding the torque demand correction value T.alpha.(T) to
a previous setting of the torque demand Tr* (step S190). A motor is
controlled to decelerate the motor vehicle with the updated torque
demand Tr*. The torque variation thus attained is equivalent to a
temporary torque variation applied to the drive shaft with a
variation in rotation speed of an engine in response to a downshift
operation in a conventional motor vehicle equipped with a stepped
automatic transmission for torque conversion of the output power of
the engine. The arrangement of the invention thus enables the
driver of the motor vehicle to have the improved gearshift
feeling.
Inventors: |
Kaya; Yasuhiro; (Toyota-shi,
JP) ; Tomo; Kentaro; (Chiryu-shi, JP) |
Correspondence
Address: |
OLIFF & BERRIDGE, PLC
P.O. BOX 320850
ALEXANDRIA
VA
22320-4850
US
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
TOYOTA-SHI
JP
|
Family ID: |
35809572 |
Appl. No.: |
12/662736 |
Filed: |
April 30, 2010 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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11664814 |
Apr 6, 2007 |
7736267 |
|
|
PCT/JP05/20986 |
Nov 9, 2005 |
|
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12662736 |
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Current U.S.
Class: |
701/70 |
Current CPC
Class: |
B60W 20/00 20130101;
Y10T 477/24 20150115; B60L 15/2009 20130101; B60L 2270/145
20130101; Y10T 477/68 20150115; Y10T 477/69 20150115; B60L 2240/12
20130101; B60L 2240/443 20130101; Y02T 10/7072 20130101; B60L 7/14
20130101; B60L 2240/16 20130101; B60W 2710/083 20130101; B60W 10/08
20130101; B60L 7/22 20130101; B60W 20/10 20130101; B60K 6/365
20130101; B60W 2710/105 20130101; B60L 2240/423 20130101; B60L
2240/421 20130101; B60W 2720/106 20130101; B60L 2250/26 20130101;
Y02T 10/64 20130101; B60L 2220/42 20130101; Y02T 10/70 20130101;
B60K 6/445 20130101; B60L 50/16 20190201; B60L 2250/24 20130101;
B60W 2520/10 20130101; Y02T 10/62 20130101; Y02T 10/72 20130101;
B60L 2240/486 20130101; B60W 10/06 20130101; B60L 2240/441
20130101 |
Class at
Publication: |
701/70 |
International
Class: |
G06F 19/00 20060101
G06F019/00 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 9, 2004 |
JP |
2004-325419 |
Apr 13, 2005 |
JP |
2005-115491 |
Claims
1. A motor vehicle driven with output power of a motor having power
generation capacity, said motor vehicle comprising: a control
module that sets a deceleration torque demand corresponding to a
measured vehicle speed and a detected gearshift position in said
motor vehicle moving under an accelerator released state selected
by a driver, in a gearshift position fixing condition where the
driver does not change the gearshift position, said control module
controlling the motor to decelerate said motor vehicle with the set
deceleration torque demand, in a gearshift position changing
condition where the driver changes the gearshift position, said
control module setting a torque variation under gearshift position
change according to the measured vehicle speed and controlling the
motor to decelerate said motor vehicle with a total deceleration
torque as a sum of the set deceleration torque demand and the set
torque variation.
2. A motor vehicle in accordance with claim 1, wherein said control
module sets the torque variation under gearshift position change to
give a smaller torque against a higher vehicle speed, in the
gearshift position changing condition where the driver shifts down
the gearshift position and controls the motor with the total
deceleration torque including the set torque variation.
3. A motor vehicle in accordance with claim 1, wherein said control
module sets the torque variation under gearshift position change to
have a gentler gradient against a higher vehicle speed, in the
gearshift position changing condition where the driver shifts down
the gearshift position and controls the motor with the total
deceleration torque including the set torque variation.
4. A motor vehicle in accordance with claim 1, wherein said control
module sets the torque variation under gearshift position change to
give a greater torque against a lower speed in the changed
gearshift position, in the gearshift position changing condition
where the driver shifts down the gearshift position and controls
the motor with the total deceleration torque including the set
torque variation.
5. A motor vehicle in accordance with claim 1, wherein said control
module identifies the gearshift position changing condition to set
the torque variation and control the motor until elapse of a preset
time period since the change of the gearshift position.
6. A motor vehicle in accordance with claim 5, wherein said control
module varies the preset time period corresponding to the changed
gearshift position.
7. A motor vehicle in accordance with claim 6, wherein said control
module varies the preset time period to have a longer time period
against a lower speed in the changed gearshift position, in the
gearshift position changing condition where the driver shifts down
the gearshift position.
8. A motor vehicle in accordance with claim 1, wherein said control
module varies the preset time period according to the measured
vehicle speed.
9. A motor vehicle in accordance with claim 8, wherein said control
module varies the preset time period to have a longer time period
against a higher vehicle speed, in the gearshift position changing
condition where the driver shifts down the gearshift position.
10. A control method of a motor vehicle driven with output power of
a motor having power generation capacity, said control method
setting a deceleration torque demand corresponding to a measured
vehicle speed and a detected gearshift position in said motor
vehicle moving under an accelerator released state selected by a
driver, in a gearshift position fixing condition where the driver
does not change the gearshift position, said control method
controlling the motor to decelerate said motor vehicle with the set
deceleration torque demand, in a gearshift position changing
condition where the driver changes the gearshift position, said
control method setting a torque variation under gearshift position
change according to the measured vehicle speed and controlling the
motor to decelerate said motor vehicle with a total deceleration
torque as a sum of the set deceleration torque demand and the set
torque variation.
Description
[0001] This is a Division of application Ser. No. 11/664,814 filed
Apr. 6, 2007, which is a National Phase of Application No.
PCT/JP2005/020986 filed Nov. 9, 2005, which claims priority of
Japanese Patent Applications. No. 2004-325419 filed Nov. 9, 2004
and No. 2005-115491 filed Apr. 13, 2005. The disclosure of the
prior applications is hereby incorporated by reference herein in
its entirety.
TECHNICAL FIELD
[0002] The present invention relates to a motor vehicle driven with
a motor having power generation capacity, as well as to a control
method of such a motor vehicle.
BACKGROUND ART
[0003] A typical example of the motor vehicle driven with the motor
having power generation capacity is a hybrid vehicle, where a
generator, an engine, and a drive shaft linked to drive wheels are
respectively connected with a sun gear, a carrier, and a ring gear
of a planetary gear mechanism, and a motor is connected to the
drive shaft (see, for example, Japanese Patent Laid-Open Gazette
No: H10-295003). In a deceleration drive of this hybrid vehicle,
the motor is under generative control with rotation of the drive
wheels to produce regenerative electric power and charge a battery
with the produced regenerative electric power. The generator is
controlled to drive the engine at a required rotation speed for
actuation of auxiliary machinery.
DISCLOSURE OF THE INVENTION
[0004] While a conventional motor vehicle equipped with a stepped
automatic transmission for torque conversion of output power of an
engine runs in an accelerator released state, in response to the
driver's gearshift operation, a torque variation is temporarily
applied to drive wheels with a corresponding gear change of the
automatic transmission. Engine brake under the varied rotation
speed of the engine corresponding to the changed gear speed is then
applied to the drive wheels to decelerate the motor vehicle. In the
hybrid vehicle, on the other hand, a deceleration torque produced
by regenerative control of the motor is applied to the drive
wheels. The deceleration torque substantially equivalent to the
engine brake may thus be applied to the drive wheels, in response
to the driver's gearshift operation in the moving hybrid vehicle
under the accelerator released state. No consideration of the
gearshift feeling generally given to the driver of the conventional
motor vehicle with the stepped automatic transmission, however,
makes the driver of the hybrid vehicle feel uncomfortable.
[0005] The object of the invention is thus to enable the driver of
a motor vehicle driven with output power of a motor having power
generation capacity to have the improved gearshift feeling. The
object of the invention is also to enable the driver of the motor
vehicle driven with output power of the motor having power
generation capacity to have the gearshift feeling equivalent to the
gearshift feeling in a conventional motor vehicle equipped with a
stepped automatic transmission for torque conversion of output
power of an internal combustion engine. The object of the invention
is further to enable the driver of the motor vehicle driven with
output power of the motor having power generation capacity to have
the improved gearshift feeling, while ensuring the running
stability of the motor vehicle in a high vehicle speed range.
[0006] In order to attain at least part of the above and the other
related objects, the motor vehicle and its control method of the
invention have the configurations and the arrangements discussed
below.
[0007] A first motor vehicle of the invention is directed to a
motor vehicle driven with output power of a motor having power
generation capacity and including: a control module that sets a
deceleration torque demand corresponding to a detected gearshift
position in the motor vehicle moving under an accelerator released
state selected by a driver. In a gearshift position fixing
condition where the driver does not change the gearshift position,
the control module controls the motor to decelerate the motor
vehicle with the set deceleration torque demand, and in a gearshift
position changing condition where the driver shifts down the
gearshift position, the control module sets a torque variation
under gearshift position change to give a larger torque against a
lower speed in the changed gearshift position and controls the
motor to decelerate the motor vehicle with a total deceleration
torque as a sum of the set deceleration torque demand and the set
torque variation.
[0008] The first motor vehicle of the invention sets the
deceleration torque demand corresponding to the detected gearshift
position in the motor vehicle moving under the accelerator released
state selected by the driver. In the gearshift position fixing
condition where the driver does not change the gearshift position,
the motor is controlled to decelerate the motor vehicle with the
set deceleration torque demand. In the gearshift position changing
condition where the driver shifts down the gearshift position, the
torque variation under gearshift position change is set to give a
larger torque against a lower speed in the changed gearshift
position. The motor is then controlled to decelerate the motor
vehicle with the total deceleration torque as the sum of the set
deceleration torque demand and the set torque variation. This
arrangement enables the driver of the motor vehicle to have
gearshift feeling equivalent to the gearshift feeling in response
to a downshift operation of a stepped automatic transmission for
torque conversion of output power of an internal combustion engine.
Namely this arrangement enables the driver of the motor vehicle to
have the improved gearshift feeling. The `torque variation under
gearshift position change` may be defined by setting a peak of the
torque variation or by setting a gradient of the torque
variation.
[0009] The second motor vehicle of the invention is directed to a
motor vehicle driven with output power of a motor having power
generation capacity and including: a control module that sets a
deceleration torque demand corresponding to a measured vehicle
speed and a detected gearshift position in the motor vehicle moving
under an accelerator released state selected by a driver. In a
gearshift position fixing condition where the driver does not
change the gearshift position, the control module controls the
motor to decelerate the motor vehicle with the set deceleration
torque demand, and in a gearshift position changing condition where
the driver changes the gearshift position, the control module sets
a torque variation under gearshift position change according to the
measured vehicle speed and controls the motor to decelerate the
motor vehicle with a total deceleration torque as a sum of the set
deceleration torque demand and the set torque variation.
[0010] The second control module of the invention sets a
deceleration torque demand corresponding to a measured vehicle
speed and a detected gearshift position in the motor vehicle moving
under an accelerator released state selected by a driver. In a
gearshift position fixing condition where the driver does not
change the gearshift position, the control module controls the
motor to decelerate the motor vehicle with the set deceleration
torque demand. In a gearshift position changing condition where the
driver changes the gearshift position, the control module sets a
torque variation under gearshift position change according to the
measured vehicle speed and controls the motor to decelerate the
motor vehicle with a total deceleration torque as a sum of the set
deceleration torque demand and the set torque variation. Namely
this arrangement enables the driver of the motor vehicle to have
the improved gearshift feeling. The `torque variation under
gearshift position change` may be defined by setting a peak of the
torque variation or by setting a gradient of the torque
variation.
[0011] In one preferable embodiment of the second motor vehicle of
the invention, the control module sets the torque variation under
gearshift position change to give a smaller torque against a higher
vehicle speed, in the gearshift position changing condition where
the driver shifts down the gearshift position and controls the
motor with the total deceleration torque including the set torque
variation. This arrangement ensures the running stability of the
motor vehicle that is decelerated with the total deceleration
torque as the sum of the deceleration torque demand and the torque
variation in a high vehicle speed range.
[0012] In the second motor vehicle of the invention, the control
module may set the torque variation under gearshift position change
to have a gentler gradient against a higher vehicle speed, in the
gearshift position changing condition where the driver shifts down
the gearshift position and controls the motor with the total
deceleration torque including the set torque variation. This
arrangement ensures the running stability of the motor vehicle that
is decelerated with the total deceleration torque as the sum of the
deceleration torque demand and the torque variation in a high
vehicle speed range.
[0013] In the second motor vehicle of the invention, the control
module may set the torque variation under gearshift position change
to give a greater torque against a lower speed in the changed
gearshift position, in the gearshift position changing condition
where the driver shifts down the gearshift position and controls
the motor with the total deceleration torque including the set
torque variation. This arrangement enables the driver of the motor
vehicle to have the improved gearshift feeling.
[0014] In one preferable embodiment of the first and second motor
vehicle of the invention, the control module identifies the
gearshift position changing condition to set the torque variation
and control the motor until elapse of a preset time period since
the change of the gearshift position. In this embodiment, the
control module may vary the preset time period corresponding to the
changed gearshift position. Further, the control module may vary
the preset time period to have a longer time period against a lower
speed in the changed gearshift position, in the gearshift position
changing condition where the driver shifts down the gearshift
position. In these cases, the control module may vary the preset
time period according to the measured vehicle speed. This
arrangement enables the driver of the motor vehicle to have the
improved gearshift feeling. Moreover, the control module may vary
the preset time period to have a longer time period against a
higher vehicle speed, in the gearshift position changing condition
where the driver shifts down the gearshift position.
[0015] The first and second motor vehicle of the invention may
further include: an internal combustion engine; and an electric
power-mechanical power input output mechanism that is connected to
an output shaft of the internal combustion engine and to a drive
shaft linked with drive wheels of the motor vehicle and outputs at
least part of output power of the internal combustion engine to the
drive shaft with input and output of electric power and mechanical
power, and the control module may control the internal combustion
engine, the electric power-mechanical power input output mechanism,
and the motor to decelerate the motor vehicle. In this embodiment,
the control module may control the internal combustion engine, the
electric power-mechanical power input output mechanism, and the
motor to decelerate the motor vehicle with a deceleration torque
produced by a rotation resistance of the internal combustion engine
and a deceleration torque produced by regenerative control of the
motor. The electric power-mechanical power input output mechanism
may include: a three shaft-type power input output module that is
linked to three shafts, the output shaft of the internal combustion
engine, the drive shaft, and a third rotating shaft, and
automatically determines power input from and output to a residual
one shaft based on powers input from and output to any two shafts
among the three shafts; and a generator that is capable of
inputting and outputting power from and to the third rotating
shaft. The electric power-mechanical power input output mechanism
may include a pair-rotor motor that has a first rotor connected to
the output shaft of the internal combustion engine and a second
rotor connected to the drive shaft and output at least part of the
output power of the internal combustion engine to the drive shaft
with input and output of electric power and mechanical power by
electromagnetic function of the first rotor relative to the second
rotor.
[0016] The present invention is directed to a first control method
of a motor vehicle driven with output power of a motor having power
generation capacity, and the control method sets a deceleration
torque demand corresponding to a detected gearshift position in the
motor vehicle moving under an accelerator released state selected
by a driver. In a gearshift position fixing condition where the
driver does not change the gearshift position, the control method
controls the motor to decelerate the motor vehicle with the set
deceleration torque demand, and in a gearshift position changing
condition where the driver shifts down the gearshift position, the
control method sets a torque variation under gearshift position
change to give a larger torque against a lower speed in the changed
gearshift position and controls the motor to decelerate the motor
vehicle with a total deceleration torque as a sum of the set
deceleration torque demand and the set torque variation.
[0017] The first control method of the motor vehicle of the
invention sets the deceleration torque demand corresponding to the
detected gearshift position in the motor vehicle moving under the
accelerator released state selected by the driver. In the gearshift
position fixing condition where the driver does not change the
gearshift position, the motor is controlled to decelerate the motor
vehicle with the set deceleration torque demand. In the gearshift
position changing condition where the driver shifts down the
gearshift position, the torque variation under gearshift position
change is set to give a larger torque against a lower speed in the
changed gearshift position. The motor is then controlled to
decelerate the motor vehicle with the total deceleration torque as
the sum of the set deceleration torque demand and the set torque
variation. This arrangement enables the driver of the motor vehicle
to have gearshift feeling equivalent to the gearshift feeling in
response to a downshift operation of a stepped automatic
transmission for torque conversion of output power of an internal
combustion engine. Namely this arrangement enables the driver of
the motor vehicle to have the improved gearshift feeling.
[0018] The present invention is also directed to a second control
method of a motor vehicle driven with output power of a motor
having power generation capacity, and the control method sets a
deceleration torque demand corresponding to a measured vehicle
speed and a detected gearshift position in the motor vehicle moving
under an accelerator released state selected by a driver. In a
gearshift position fixing condition where the driver does not
change the gearshift position, the control method controls the
motor to decelerate the motor vehicle with the set deceleration
torque demand, and in a gearshift position changing condition where
the driver changes the gearshift position, the control method sets
a torque variation under gearshift position change according to the
measured vehicle speed and controls the motor to decelerate the
motor vehicle with a total deceleration torque as a sum of the set
deceleration torque demand and the set torque variation.
[0019] The second control method of the motor vehicle of the
invention sets a deceleration torque demand corresponding to a
measured vehicle speed and a detected gearshift position in the
motor vehicle moving under an accelerator released state selected
by a driver. In a gearshift position fixing condition where the
driver does not change the gearshift position, the control method
controls the motor to decelerate the motor vehicle with the set
deceleration torque demand. In a gearshift position changing
condition where the driver changes the gearshift position, the
control method sets a torque variation under gearshift position
change according to the measured vehicle speed and controls the
motor to decelerate the motor vehicle with a total deceleration
torque as a sum of the set deceleration torque demand and the set
torque variation. Namely this arrangement enables the driver of the
motor vehicle to have the improved gearshift feeling.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 schematically illustrates the configuration of a
hybrid vehicle in one embodiment of the invention;
[0021] FIG. 2 is a flowchart showing an accelerator release-state
drive control routine executed by a hybrid electronic control unit
included in the hybrid vehicle of the embodiment;
[0022] FIG. 3 shows one example of a torque demand setting map;
[0023] FIG. 4 shows one example of a torque demand correction value
setting map;
[0024] FIG. 5 is an alignment chart showing torque-rotation speed
dynamics of respective rotational elements of a power distribution
integration mechanism included in the hybrid vehicle of FIG. 1;
[0025] FIG. 6 shows time variations of gearshift position SP and
torque demand Tr* in the moving hybrid vehicle under an accelerator
released state;
[0026] FIG. 7 shows another example of the torque demand correction
value setting map;
[0027] FIG. 8 shows still another example of the torque demand
correction value setting map;
[0028] FIG. 9 shows another example of the torque demand correction
value setting map;
[0029] FIG. 10 shows still another example of the torque demand
correction value setting map;
[0030] FIG. 11 shows another example of the torque demand
correction value setting map;
[0031] FIG. 12 shows a time variation of the torque demand Tr*
based on the torque demand correction value setting map of FIG. 11
in response to a downshift operation of a gearshift lever from `B4`
to `B3` in the moving hybrid vehicle under the accelerator released
state;
[0032] FIG. 13 schematically illustrates the structure of another
hybrid vehicle in one modified example;
[0033] FIG. 14 schematically illustrates the structure of still
another hybrid vehicle in another modified example; and
[0034] FIG. 15 schematically illustrates the structure of another
hybrid vehicle in still another modified example.
BEST MODES OF CARRYING OUT THE INVENTION
[0035] One mode of carrying out the invention is discussed below as
a preferred embodiment. FIG. 1 schematically illustrates the
configuration of a hybrid vehicle 20 in one embodiment of the
invention. As illustrated, the hybrid vehicle 20 of the embodiment
includes an engine 22, a three shaft-type power distribution
integration mechanism 30 that is linked to a crankshaft 26 or an
output shaft of the engine 22 via a damper 28, a motor MG1 that is
connected to the power distribution integration mechanism 30 and is
capable of generating electric power, a reduction gear 35 that is
attached to a ring gear shaft 32a or a drive shaft connecting with
the power distribution integration mechanism 30, a motor MG2 that
is linked to the reduction gear 35, and a hybrid electronic control
unit 70 that controls the whole drive system of the hybrid vehicle
20.
[0036] The engine 22 is an internal combustion engine that uses a
hydrocarbon fuel, such as gasoline or light oil, to output power.
An engine electronic control unit (hereafter referred to as engine
ECU) 24 receives signals from diverse sensors that detect operating
conditions of the engine 22, and takes charge of operation control
of the engine 22, for example, fuel injection control, ignition
control, and intake air flow regulation. The engine ECU 24
communicates with the hybrid electronic control unit 70 to control
operations of the engine 22 in response to control signals
transmitted from the hybrid electronic control unit 70 while
outputting data relating to the operating conditions of the engine
22 to the hybrid electronic control unit 70 according to the
requirements.
[0037] The power distribution and integration mechanism 30 has a
sun gear 31 that is an external gear, a ring gear 32 that is an
internal gear and is arranged concentrically with the sun gear 31,
multiple pinion gears 33 that engage with the sun gear 31 and with
the ring gear 32, and a carrier 34 that holds the multiple pinion
gears 33 in such a manner as to allow free revolution thereof and
free rotation thereof on the respective axes. Namely the power
distribution and integration mechanism 30 is constructed as a
planetary gear mechanism that allows for differential motions of
the sun gear 31, the ring gear 32, and the carrier 34 as rotational
elements. The carrier 34, the sun gear 31, and the ring gear 32 in
the power distribution and integration mechanism 30 are
respectively coupled with the crankshaft 26 of the engine 22, the
motor MG1, and the reduction gear 35 via ring gear shaft 32a. While
the motor MG1 functions as a generator, the power output from the
engine 22 and input through the carrier 34 is distributed into the
sun gear 31 and the ring gear 32 according to the gear ratio. While
the motor MG1 functions as a motor, on the other hand, the power
output from the engine 22 and input through the carrier 34 is
combined with the power output from the motor MG1 and input through
the sun gear 31 and the composite power is output to the ring gear
32. The power output to the ring gear 32 is thus finally
transmitted to the driving wheels 63a and 63b via the gear
mechanism 60, and the differential gear 62 from ring gear shaft
32a.
[0038] Both the motors MG1 and MG2 are known synchronous motor
generators that are driven as a generator and as a motor. The
motors MG1 and MG2 transmit electric power to and from a battery 50
via inverters 41 and 42. Power lines 54 that connect the inverters
41 and 42 with the battery 50 are constructed as a positive
electrode bus line and a negative electrode bus line shared by the
inverters 41 and 42. This arrangement enables the electric power
generated by one of the motors MG1 and MG2 to be consumed by the
other motor. The battery 50 is charged with a surplus of the
electric power generated by the motor MG1 or MG2 and is discharged
to supplement an insufficiency of the electric power. When the
power balance is attained between the motors MG1 and MG2, the
battery 50 is neither charged nor discharged. Operations of both
the motors MG1 and MG2 are controlled by a motor electronic control
unit (hereafter referred to as motor ECU) 40. The motor ECU 40
receives diverse signals required for controlling the operations of
the motors MG1 and MG2, for example, signals from rotational
position detection sensors 43 and 44 that detect the rotational
positions of rotors in the motors MG1 and MG2 and phase currents
applied to the motors MG1 and MG2 and measured by current sensors
(not shown). The motor ECU 40 outputs switching control signals to
the inverters 41 and 42. The motor ECU 40 communicates with the
hybrid electronic control unit 70 to control operations of the
motors MG1 and MG2 in response to control signals transmitted from
the hybrid electronic control unit 70 while outputting data
relating to the operating conditions of the motors MG1 and MG2 to
the hybrid electronic control unit 70 according to the
requirements.
[0039] The battery 50 is under control of a battery electronic
control unit (hereafter referred to as battery ECU) 52. The battery
ECU 52 receives diverse signals required for control of the battery
50, for example, an inter-terminal voltage measured by a voltage
sensor (not shown) disposed between terminals of the battery 50, a
charge-discharge current measured by a current sensor (not shown)
attached to the power line 54 connected with the output terminal of
the battery 50, and a battery temperature Tb measured by a
temperature sensor 51 attached to the battery 50. The battery ECU
52 outputs data relating to the state of the battery 50 to the
hybrid electronic control unit 70 via communication according to
the requirements. The battery ECU 52 calculates a state of charge
(SOC) of the battery 50, based on the accumulated charge-discharge
current measured by the current sensor, for control of the battery
50.
[0040] The hybrid electronic control unit 70 is constructed as a
microprocessor including a CPU 72, a ROM 74 that stores processing
programs, a RAM 76 that temporarily stores data, and a
non-illustrated input-output port, and a non-illustrated
communication port. The hybrid electronic control unit 70 receives
various inputs via the input port: an ignition signal from an
ignition switch 80, a gearshift position SP from a gearshift
position sensor 82 that detects the current position of a gearshift
lever 81, an accelerator opening Acc from an accelerator pedal
position sensor 84 that measures a step-on amount of an accelerator
pedal 83, a brake pedal position BP from a brake pedal position
sensor 86 that measures a step-on amount of a brake pedal 85, and a
vehicle speed V from a vehicle speed sensor 88. The hybrid
electronic control unit 70 communicates with the engine ECU 24, the
motor ECU 40, and the battery ECU 52 via the communication port to
transmit diverse control signals and data to and from the engine
ECU 24, the motor ECU 40, and the battery ECU 52, as mentioned
previously.
[0041] The hybrid vehicle 20 of the embodiment thus constructed
calculates a torque demand to be output to the ring gear shaft 32a
functioning as the drive shaft, based on observed values of a
vehicle speed V and an accelerator opening Acc, which corresponds
to a driver's step-on amount of an accelerator pedal 83. The engine
22 and the motors MG1 and MG2 are subjected to operation control to
output a required level of power corresponding to the calculated
torque demand to the ring gear shaft 32a. The operation control of
the engine 22 and the motors MG1 and MG2 selectively effectuates
one of a torque conversion drive mode, a charge-discharge drive
mode, and a motor drive mode. The torque conversion drive mode
controls the operations of the engine 22 to output a quantity of
power equivalent to the required level of power, while driving and
controlling the motors MG1 and MG2 to cause all the power output
from the engine 22 to be subjected to torque conversion by means of
the power distribution integration mechanism 30 and the motors MG1
and MG2 and output to the ring gear shaft 32a. The charge-discharge
drive mode controls the operations of the engine 22 to output a
quantity of power equivalent to the sum of the required level of
power and a quantity of electric power consumed by charging the
battery 50 or supplied by discharging the battery 50, while driving
and controlling the motors MG1 and MG2 to cause all or part of the
power output from the engine 22 equivalent to the required level of
power to be subjected to torque conversion by means of the power
distribution integration mechanism 30 and the motors MG1 and MG2
and output to the ring gear shaft 32a, simultaneously with charge
or discharge of the battery 50. The motor drive mode stops the
operations of the engine 22 and drives and controls the motor MG2
to output a quantity of power equivalent to the required level of
power to the ring gear shaft 32a.
[0042] The description regards the operations of the hybrid vehicle
20 of the embodiment constructed as discussed above, especially a
series of control operations in response to the driver's release of
the accelerator pedal 83 in the moving hybrid vehicle 20. FIG. 2 is
a flowchart showing an accelerator released-state drive control
routine executed by the hybrid electronic control unit 70 in the
hybrid vehicle 20 of the embodiment. This drive control routine is
carried out repeatedly at preset time intervals (for example, at
every 8 msec) in the accelerator released state.
[0043] In the accelerator released-state drive control routine, the
CPU 72 of the hybrid electronic control unit 70 first inputs
various data required for control, that is, the gearshift position
SP from the gearshift position sensor 82, the vehicle speed V from
the vehicle speed sensor 88, and rotation speeds Nm1 and Nm2 of the
motors MG1 and MG2 (step S100). The rotation speeds Nm1 and Nm2 of
the motors MG1 and MG2 are computed from the rotational positions
of the respective rotors in the motors MG1 and MG2 detected by the
rotational position detection sensors 43 and 44 and are received
from the motor ECU 40 by communication.
[0044] After the data input, the CPU 72 sets a torque demand Tr* to
be output to the ring gear shaft 32a or the drive shaft, based on
the input gearshift position SP and the input vehicle speed V (step
S110). The concrete procedure of setting the torque demand Tr* in
this embodiment stores in advance variations in torque demand Tr*
against the gearshift position SP and the vehicle speed V as a
torque demand setting map in the ROM 74 and reads the torque demand
Tr* corresponding to the given gearshift position SP and the given
vehicle speed V from the torque demand setting map. One example of
the torque demand setting map is shown in FIG. 3. The torque demand
setting map is designed to set positive values to the torque demand
Tr* in acceleration and negative values to the torque demand Tr* in
deceleration. A curve `D` in the map of FIG. 3 shows a variation in
torque demand Tr* against the vehicle speed V at the gearshift
position SP in a D (drive) range. Curves `B1` to `B5` respectively
show variations in torque demand Tr* against the vehicle speed V at
the gearshift position SP in a B (brake) range. In the structure of
this embodiment, the B range has 5-speed sequential shift. The
relation between the torque demand Tr* and the vehicle speed V is
set to give the smaller torque demand Tr* (that is, the greater
reduction torque) against the lower speed in the B (brake)
range.
[0045] The CPU 72 identifies the current gearshift position SP
(step S120). When the current gearshift position SP is in the D
(drive) range, the CPU 72 sets a target rotation speed Ne* of the
engine 22 to 0 (step S130) to drive the hybrid vehicle 20 in the
stop conditions of the engine 22 and sets a torque command Tm1* of
the motor MG1 to 0 (step S 140).
[0046] When the current gearshift position SP is in the B (brake)
range, on the other hand, the CPU 72 checks the value of a flag F
(step S150). The flag F is initially set to 0 and is set to 1 by
the processing of subsequent step S170. In a first cycle of this
accelerator released-state drive control routine, the flag F is set
equal to 0. In response to setting of the flag F equal to 0, the
CPU 72 determines whether the gearshift position SP is either
changed from the D range to the B range or shifted down to a lower
speed in the B (brake) range, for example, from `B4` to `B3` (step
S160). A concrete procedure of this embodiment compares the input
current setting of the gearshift position SP with the previous
setting of the gearshift position SP and determines whether the
gearshift position SP is either changed from the D range to the B
range or shifted down to the lower speed in the B range. When it is
determined at step S160 that the gearshift position SP is either
changed from the D range to the B range or shifted down to the
lower speed in the B range, the CPU 72 sets the flag F1 to 1 and
starts a timer T (step S170). The CPU 72 then specifies a torque
demand correction value T.alpha.(T), which varies with the time
count on the timer T, based on the combination of the input
gearshift position SP and the input vehicle speed V (step S180),
and updates the toque demand Tr* by adding the specified torque
demand correction value T.alpha.(T) to the torque demand Tr* set at
step S110 (step S190). The concrete procedure of specifying the
torque demand correction value T.alpha.(T) in this embodiment
stores in advance variations in torque demand correction value
T.alpha.(T) against the gearshift position SP and the vehicle speed
V as a torque demand correction value setting map in the ROM 74 and
reads the torque demand correction value T.alpha.(T) corresponding
to the given gearshift position SP and the given vehicle speed V
from the torque demand correction value setting map. One example of
the torque demand correction value setting map is shown in FIG. 4.
The torque demand correction value setting map is designed to vary
the torque demand correction value T.alpha.(T) in V shape with the
time count on the timer T until elapse of a predetermined time
period .DELTA.T. The lower speed in the B (brake) range and the
lower vehicle speed V give the greater V-shaped variation of the
torque demand correction value T.alpha.(T). The higher speed in the
B range and the higher vehicle speed V give the smaller V-shaped
variation of the torque demand correction value T.alpha.(T). The
V-shaped variation is defined by the peak and the gradient of the
torque demand correction value T.alpha.(T). It is assumed that a
conventional motor vehicle equipped with a stepped automatic
transmission for torque conversion of output power of an engine is
decelerated in the accelerator released state. Immediately after a
downshift operation in the decelerating motor vehicle, a torque
variation is temporarily applied to drive wheels with a variation
in rotation speed of the engine. Engine brake under the varied
rotation speed of the engine is then applied to the drive wheels.
The update of the torque demand Tr* by addition of the torque
demand correction value T.alpha.(T) in the drive control of this
embodiment attains a torque variation similar to this temporary
torque variation immediately after the downshift operation in the
conventional motor vehicle. Such correction thus enables the driver
of the hybrid vehicle 20 to have the gearshift feeling equivalent
to the gearshift feeling in the conventional motor vehicle equipped
with the stepped automatic transmission. In the torque demand
correction value setting map of FIG. 4, the torque demand
correction value T.alpha.(T) is set to have the smaller torque
variation, that is, the smaller absolute value of the peak and the
gentler gradient, against the higher vehicle speed V. This setting
is attributed to the characteristic of the torque demand setting
map of FIG. 3 that gives the smaller torque demand Tr* (the greater
absolute value of the torque demand Tr*) against the higher vehicle
speed V. Addition of the torque demand correction value T.alpha.(T)
having the greater absolute value of the peak and the steeper
gradient to the torque demand Tr* causes an excess reduction torque
to be applied to the ring gear shaft 32a. Application of the excess
reduction torque may lead to unstable behaviors of the vehicle
under certain road surface conditions (for example, low .mu. road
surface). When it is determined at step S160 that the gearshift
position SP is neither changed from the D range to the B range nor
shifted down to the lower speed in the B range, the routine skips
the processing of steps S170 to S190 and immediately goes to step
5220.
[0047] The CPU 72 then computes a target friction power Pe* of the
engine 22 as a product of the torque demand Tr*, a rotation speed
Nr of the ring gear shaft 32a, and a preset factor k (for example,
0.5) (step S220), and sets a target rotation speed Ne* of the
engine 22 to satisfy the computed target friction power Pe* (step
S230). The concrete procedure of setting the target rotation speed
Ne* of the engine 22 in this embodiment stores in advance a
variation in target rotation speed Ne* against the target friction
power Pe* as a map (not shown) in the ROM 74 and reads the target
rotation speed Ne* corresponding to the given target friction power
Pe* from the map.
[0048] The CPU 72 subsequently calculates a target rotation speed
Nm1* of the motor MG1 from the target rotation speed Ne* of the
engine 22, the rotation speed Nr (=Nm2/Gr) of the ring gear shaft
32a, and a gear ratio p of the power distribution integration
mechanism 30 (that is, a ratio of the number of teeth of the sun
gear 31 to the number of teeth of the ring gear 32) according to
Equation (1) given below, while calculating a torque command Tm1*
of the motor MG1 from the calculated target rotation speed Nm1* and
the current rotation speed Nm1 of the motor MG1 according to
Equation (2) given below (step S240):
Nm1*=(Ne*(1+.rho.)-Nm2/Gr)/.rho. (1)
Tm1*=Previous Tm1*+KP(Nm1*-Nm1)+KI.intg.(Nm1*-Nm1)dt (2)
[0049] FIG. 5 is an alignment chart showing torque-rotation speed
dynamics of the respective rotational elements included in the
power distribution integration mechanism 30. The left axis `S`
represents the rotation speed of the sun gear 31 that is equivalent
to the rotation speed Nm1 of the motor MG1. The middle axis `C`
represents the rotation speed of the carrier 34 that is equivalent
to the rotation speed Ne of the engine 22. The right axis `R`
represents the rotation speed Nr of the ring gear 32 (the ring gear
shaft 32a). The target rotation speed Nm1* of the motor MG1 is
accordingly calculated from the rotation speed Nr of the ring gear
shaft 32a, the target rotation speed Ne* of the engine 22, and the
gear ratio p of the power distribution integration mechanism 30
according to Equation (1) given above. The torque command Tm1* of
the motor MG1 is set to ensure rotation of the motor MG1 at the
target rotation speed Nm1*. Such drive control of the motor MG1
enables the engine 22 to be rotated at the target rotation speed
Ne*. Equation (2) is a relational expression of feedback control to
drive and rotate the motor MG1 at the target rotation speed Nm1*.
In Equation (2) given above, `KP` in the second term and `KI` in
the third term on the right side respectively denote a gain of the
proportional and a gain of the integral term. Two thick arrows on
the axis `R` in the alignment chart of FIG. 5 respectively show a
torque that is transmitted to the ring gear shaft 32a when a
friction torque Te* (=Pe*/Ne*) is output from the engine 22 under
the fuel cutoff condition in the state of steady operation of the
engine 22 at the target rotation speed Ne* by the motor MG1, and a
torque that is applied to the ring gear shaft 32a when a torque
Tm2* is output from the motor MG2.
[0050] After setting the torque command Tm1* of the motor MG1 at
step S140 or at step S240, the CPU 72 calculates a torque command
Tm2* to be output from the motor MG2 to ensure application of the
torque demand Tr* to the ring gear shaft 32a (step S250). The
torque command Tm2* of the motor MG2 is calculated from the torque
demand Tr*, the torque command Tm1* of the motor MG1, the gear
ratio p of the power distribution integration mechanism 30, and the
gear ratio Gr of the reduction gear 35 according to Equation (3)
given below:
Tm2*=(Tr*+Tm1*/.rho.)/Gr (3)
[0051] Equation (3) depends upon the torque balance on the axis `R`
in the alignment chart of FIG. 5.
[0052] After setting the target rotation speed Ne* of the engine 22
and the torque commands Tm1* and Tm2* of the motors MG1 and MG2,
the CPU 72 sends a fuel cutoff command to the engine ECU 24, while
sending the torque commands Tm1* and Tm2* of the motors MG1 and MG2
to the motor ECU 40 (step S260). The CPU 72 then exits from this
accelerator released-state drive control routine. The engine ECU 24
receives the fuel cutoff command and controls the engine 22 under
the fuel cutoff condition. The motor ECU 40 receives the torque
commands Tm1* and Tm2* and executes switching control of the
switching elements included in the respective inverters 41 and 42
to drive the motor MG1 with the torque command Tm1* and the motor
MG2 with the torque command Tm2*.
[0053] In repetition of the accelerator released-state drive
control routine, it is determined at step S150 that the flag F is
equal to 1. The CPU 72 then determines whether the predetermined
time period .DELTA.T has elapsed since the start of the timer T
(step S200). When the predetermined time period .DELTA.T has not
yet elapsed, the torque demand Tr* is updated by adding the torque
demand correction value T.alpha.(T), which varies with the time
count on the timer T as shown by the torque demand correction value
setting map of FIG. 4, to the torque demand Tr* set at step S110
(step S190). The CPU 72 then executes the processing of and after
step S220 as described above. When the predetermined time period AT
has elapsed, the CPU 72 does not update the torque demand Tr* by
addition of the torque demand correction value T.alpha.(T) but sets
the flag F to 0 and resets the timer T to 0 (step S210). The CPU
220 then goes to step S220 and subsequent steps.
[0054] FIG. 6 shows time variations of the gearshift position SP
and the torque demand Tr* in the moving hybrid vehicle 20 under the
accelerator released state. In the illustrated example of FIG. 6,
at a time pint t1, the gearshift position SP is shifted down from
`B4` to `B3` in the B (brake) range in the moving hybrid vehicle 20
under the accelerator released state. Until a time pint t2 when a
predetermined time period .DELTA.T has elapsed since the downshift
operation, the torque demand Tr* to be output to the ring gear
shaft 32a is updated by addition of the torque demand correction
value Ta(T) to attain the greater torque variation against the
downshift to the lower speed in the B range and against the lower
vehicle speed V. The update of the torque demand Tr* by addition of
the torque demand correction value T.alpha.(T) attains a torque
variation similar to a temporary torque variation applied to a
drive shaft with a variation in rotation speed of an engine in
response to a downshift operation in a conventional motor vehicle
equipped with a stepped automatic transmission for torque
conversion of output power of the engine. Such correction thus
enables the driver of the hybrid vehicle 20 to have the gearshift
feeling equivalent to the gearshift feeling in the conventional
motor vehicle with the stepped automatic transmission.
[0055] As described above, in response to a change of the gearshift
position SP from the D range to the B range or in response to a
downshift of the gearshift position SP to the lower speed in the B
range in the moving vehicle under the accelerator released state,
the hybrid vehicle 20 of the embodiment specifies the torque demand
correction value T.alpha.(T) based on the gearshift position SP (or
the speed in the B range) and the vehicle speed V. The torque
demand Tr* to be output to the ring gear shaft 32a or the drive
shaft is updated by addition of the specified torque demand
correction value T.alpha.(T) to the previous setting of the torque
demand Tr*. The engine 22 and the motors MG1 and MG2 are then
controlled to ensure output of the updated torque demand Tr* to the
ring gear shaft 32a. Such drive control of the embodiment enables
the driver of the hybrid vehicle 20 to have the gearshift feeling
equivalent to the gearshift feeling in response to a downshift
operation in a conventional motor vehicle equipped with a stepped
automatic transmission for torque conversion of the output power of
the engine. Namely the technique of this embodiment enables the
driver of the hybrid vehicle to have the improved gearshift
feeling. The torque demand correction value T.alpha.(T) is set to
give the smaller torque variation against the higher vehicle speed
V. Such setting effectively prevents unstable behaviors of the
hybrid vehicle in a high vehicle speed range, which is decelerated
with the updated torque demand Tr* including the torque demand
correction value T.alpha.(T). This enables the driver of the hybrid
vehicle to have the improved gearshift feeling, while ensuring the
running stability of the hybrid vehicle in the high vehicle speed
range.
[0056] In response to a downshift of the gearshift position SP in
the B range in the moving vehicle under the accelerator released
state, the hybrid vehicle 20 of the embodiment updates the torque
demand Tr* by addition of the specified torque demand correction
value T.alpha.(T). One possible modification may update the torque
demand Tr* by addition of the specified torque demand correction
value T.alpha.(T), in response to an upshift of the gearshift
position SP in the B range.
[0057] In response to a change of the gearshift position SP from
the D range to the B range or in response to a downshift of the
gearshift position SP in the B range in the moving vehicle under
the accelerator released state, the hybrid vehicle 20 of the
embodiment sets the torque demand correction value T.alpha.(T) to
give the greater torque variation against the lower speed in the B
range and against the lower vehicle speed V. Such setting is,
however, not essential. For example, the torque demand correction
value T.alpha.(T) may be set to give the greater torque variation
against the higher vehicle speed V, as shown in FIG. 7. In another
example, the torque demand correction value T.alpha.(T) may be set
to reach a peak value against a preset vehicle speed (for example,
70 km/hour or 80 km/hour) and to give the smaller torque variation
with an increase in distance from the preset vehicle speed, as
shown in FIG. 8. In still another example, the torque demand
correction value T.alpha.(T) may be set corresponding to only the
speed in the B range, regardless of the vehicle speed V. Any of
these modified settings enables the driver of the hybrid vehicle to
have the gearshift feeling according to the characteristics of the
vehicle.
[0058] In response to a change of the gearshift position SP from
the D range to the B range or in response to a downshift of the
gearshift position SP in the B range in the moving vehicle under
the accelerator released state, the hybrid vehicle 20 of the
embodiment updates the torque demand Tr* by addition of the
specified torque demand correction value T.alpha.(T) until elapse
of the preset time period .DELTA.T, which is fixed regardless of
the speed in the B range and the vehicle speed V. The time period
.DELTA.T may, however, be varied according to the speed in the B
range and the vehicle speed V. In this modified arrangement, the
torque demand correction value setting map of FIG. 4 referred to at
step S180 to set the torque demand correction value T.alpha.(T) in
the accelerator released-state drive control routine of FIG. 2 is
replaced with a torque demand correction value setting map of FIG.
9 or with a torque demand correction value setting map of FIG. 10.
This modified arrangement enables the driver of the hybrid vehicle
to have the improved gearshift feeling. In the torque demand
correction value setting map of FIG. 9, the torque demand
correction value T.alpha.(T) is set to have a torque variation over
the longer time period .DELTA.T against the lower speed in the B
range and against the higher vehicle speed V. In the torque demand
correction value setting map of FIG. 10, the torque demand
correction value T.alpha.(T) is set to have a torque variation over
the longer time period .DELTA.T against the lower speed in the B
range and against the lower vehicle speed V. These examples are not
restrictive but are only illustrative. The time period .DELTA.T may
be varied in diversity of other profiles according to both or
either one of the speed in the B range and the vehicle speed V. In
this modified arrangement with the varying time period .DELTA.T,
the torque demand correction value T.alpha.(T) may be set to have a
fixed torque variation, regardless of the vehicle speed V and the
gearshift position SP.
[0059] In the torque demand correction value setting map of FIG. 9,
regulation of the time period .DELTA.T causes the torque demand
correction value T.alpha.(T) to have the smaller absolute value of
the peak and the gentler gradient, against the higher vehicle speed
V. In another example of the torque demand correction value setting
map, regulation of the time period .DELTA.T may cause the torque
demand correction value T.alpha.(T) to have the greater absolute
value of the peak and the gentler gradient against the higher
vehicle speed V. This modified example of the torque demand
correction value setting map is shown in FIG. 11. In still another
example of the torque demand correction value setting map, the
torque demand correction value T.alpha.(T) may be set to have a
fixed absolute value of the peak and the gentler gradient against
the higher vehicle speed V. Any of these settings of the torque
demand correction value T.alpha.(T) effectively prevents an abrupt
change of the torque demand Tr* in a high vehicle speed range. This
prevents unstable behaviors of the hybrid vehicle in a high vehicle
speed range, which is decelerated with the updated torque demand
Tr* including the torque demand correction value T.alpha.(T). FIG.
12 shows a time variation of the torque demand Tr* based on the
torque demand correction value setting map of FIG. 11 in response
to a downshift operation of the gearshift lever 81 from `B4` to
`B3` in the moving hybrid vehicle under the accelerator released
state.
[0060] In the hybrid vehicle 20 of the embodiment, under the
setting of the gearshift position SP in the B range, the torque
demand Tr* is satisfied by a deceleration torque produced by
friction of the engine 22 and a deceleration torque produced by
regenerative control of the motor MG2. The torque demand Tr* may
otherwise be satisfied by only the deceleration torque produced by
regenerative control of the motor MG2.
[0061] In the hybrid vehicle 20 of the embodiment and its modified
examples, the available options of the gearshift position SP of the
gearshift lever 81 include the B (brake) range. The available
options of the gearshift position SP of the gearshift lever 81 may
include a sports (S) range, in addition to or in place of the B
range. In the S range, the engine 22 is controlled to be driven
independently, while the motor MG1 is driven and controlled to stop
the torque output. The motor MG2 is under generative control to
output a torque equivalent to the torque command Tm2* set by
dividing the torque demand Tr* by the gear ratio Gr of the
reduction gear 35.
[0062] In the hybrid vehicle 20 of the embodiment described above,
the power of the motor MG2 is converted by the gear change in the
reduction gear 35 and is output to the ring gear shaft 32a. The
technique of the invention is, however, not restricted to this
configuration but is also applicable to a hybrid vehicle 120 of a
modified configuration shown in FIG. 13 or to a hybrid vehicle 120B
of another modified configuration shown in FIG. 14. In the hybrid
vehicle 120 of FIG. 13, the power of the motor MG2 is connected to
a different axle (axle linked to wheels 64a and 64b) from the axle
connecting with the ring gear shaft 32a (axle linked to the drive
wheels 63a and 63b). In the hybrid vehicle 120B of FIG. 14, the
power of the motor MG2 is connected to the axle linked to the drive
wheels 63a and 63b, whereas another motor MG3 is connected to an
axle linked to wheels 64a and 64b.
[0063] In the hybrid vehicle 20 of the embodiment described above,
the output power of the engine 22 is transmitted to the ring gear
shaft 32a or the drive shaft linked to the drive wheels 63a and 63b
via the power distribution integration mechanism 30. The technique
of the invention is also applicable to a hybrid vehicle 220 of a
modified structure shown in FIG. 15. The hybrid vehicle 220 of FIG.
15 is equipped with a pair rotor motor 230, which includes an inner
rotor 232 connected to a crankshaft of the engine 22 and an outer
rotor 234 connected to the drive shaft to output the power to the
drive wheels 63a and 63b. The pair rotor motor 230 transmits part
of the output power of the engine 22 to the drive shaft, while
converting the residual engine power into electric power.
[0064] The technique of the invention is not restricted to these
hybrid vehicles equipped with both the engine and the motor as the
power source but is also applicable to electric vehicles that do
not have an engine but are equipped with only a motor as the power
source.
[0065] The embodiment and its modifications discussed above are to
be considered in all aspects as illustrative and not restrictive.
There may be many other modifications, changes, and alterations
without departing from the scope or spirit of the main
characteristics of the present invention.
INDUSTRIAL APPLICABILITY
[0066] The technique of the invention is preferably applied to
automobile industries.
* * * * *