Engine Control Patents (Class 290/17)
  • Patent number: 10046756
    Abstract: A method for accelerating a vehicle driving forward, in which the vehicle has a propulsion system including a combustion engine with an output shaft (2a), a gearbox (3) with an input shaft (3a), an electric machine (9) comprising a stator and a rotor, and a planetary gear comprising a sun gear (10), a ring gear (11) and a planet wheel carrier (12). When accelerating the vehicle the torque of the electric machine is controlled and the rotational speed of the combustion engine is controlled until the components of the planetary gear have the same rotational speed and may be interlocked.
    Type: Grant
    Filed: June 26, 2013
    Date of Patent: August 14, 2018
    Assignee: SCANIA CV AB
    Inventors: Niklas Pettersson, Mikael Bergquist, Johan Lindström, Anders Kjell, Mathias Björkman
  • Patent number: 9821798
    Abstract: A vehicle includes a starter motor, an engine having an output mechanically coupled to the starter motor, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and the output of the engine, and at least one controller. The at least one controller is programmed to initiate an engine start based on driver demand. The controller is further configured to enable pressure to the clutch for the engine start if driver demand is less than a calibratable torque value or enable the starter motor for the engine start if the driver demand is greater than a calibratable torque value. The controller may lock the clutch to the output of the engine in response to the speed of the engine being approximately equal to the speed of the electric machine.
    Type: Grant
    Filed: June 17, 2015
    Date of Patent: November 21, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Xiaoyong Wang, Wei Liang, Rajit Johri, Mark Steven Yamazaki, Ming Lang Kuang, Ryan Abraham McGee
  • Patent number: 9771062
    Abstract: A method for braking a vehicle driving forward, in which the vehicle has a propulsion system including a combustion engine with an output shaft (2a), a gearbox (3) with an input shaft (3a), an electric machine (9) comprising a stator and a rotor, and a planetary gear comprising three components in the form of a sun gear (10), a ring gear (11) and a planet wheel carrier (12). The vehicle is driven with one of the components connected to an output shaft of the combustion engine rotating with a lower rotational speed than one of the components connected to the electric machine. When the vehicle is braked, the electric machine is controlled to apply a brake torque to the input shaft of the gearbox, making the rotational speed of the combustion engine increase.
    Type: Grant
    Filed: June 26, 2013
    Date of Patent: September 26, 2017
    Assignee: SCANIA CV AB
    Inventors: Niklas Pettersson, Mikael Bergquist, Johan Lindström, Anders Kjell, Mathias Björkman
  • Patent number: 9718328
    Abstract: A control apparatus is applied to a system including an engine and a compressor for air-conditioning, and adjusts an operating point of the engine when the engine is operated. The control apparatus determines whether or not to allow increase in engine output to drive a compressor based on an air-conditioning request, based on the operating point of the engine before driving of the compressor in relation to a predetermined high-efficiency region including a maximum efficiency point in an efficiency characteristics of the engine, when the compressor is driven in response to the air-conditioning request. The control apparatus controls the engine output such that the operating point of the engine is in the high-efficiency region, if the increase in engine output is determined to be allowed.
    Type: Grant
    Filed: October 23, 2015
    Date of Patent: August 1, 2017
    Assignee: DENSO CORPORATION
    Inventors: Kazunari Izumi, Kazutoshi Kuwayama, Takuya Gotou
  • Patent number: 9663094
    Abstract: Provided is a driving device for a hybrid vehicle including a differential mechanism, a first rotating machine and a second rotating machine connected to the differential mechanism, and an engine connected to a predetermined rotating element of the differential mechanism via a clutch, in which torque control for the first rotating machine and the clutch is executed until a rotation speed of the predetermined rotating element reaches a target rotation speed in a case where the engine is started in a state where the clutch is released and a differential torque between torque balanced with a torque command value with respect to the clutch and a torque command value with respect to the first rotating machine is within a predetermined range during the torque control.
    Type: Grant
    Filed: April 30, 2013
    Date of Patent: May 30, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Yasuhiro Oshiumi
  • Patent number: 9533677
    Abstract: A hybrid electric vehicle having a discrete ratio transmission shifts according to distinct shift schedules in various operating modes. For example, different shift schedules may be used for operating with the engine off, operating with the engine running, and regenerative braking. When the vehicle transitions from one mode to another, the new shift schedule may schedule a shift that the driver would not expect. To avoid annoying the driver, a control strategy inhibits the shift until either the old strategy would also schedule a shift or a customer event occurs.
    Type: Grant
    Filed: August 26, 2014
    Date of Patent: January 3, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Bernard D. Nefcy, Daniel Scott Colvin, Matthew John Shelton, Mark Steven Yamazaki
  • Patent number: 9434375
    Abstract: A drive system and a method of driving a vehicle in which the drive system includes a combustion engine, a brake device for braking the vehicle, an electric machine, an energy storage connected to the electric machine, at least one electric assembly operated by electric energy and a planetary gear including a sun wheel, a ring wheel and a planet wheel holder. A control unit is adapted to, when the vehicle is in motion, a driving moment is demanded and a coupling member is in a first position, based on a comparison between the demanded driving moment and a necessary moment required for operation of the electric assembly, control at least one of the combustion engine, the brake device and the electric machine such that desired electric energy is provided for operation of the electric assembly.
    Type: Grant
    Filed: June 26, 2013
    Date of Patent: September 6, 2016
    Assignee: SCANIA CV AB
    Inventors: Niklas Pettersson, Mikael Bergquist, Anders Kjell, Mathias Björkman, Johan Lindström
  • Patent number: 9306477
    Abstract: In a hybrid vehicle that selects a series mode in which an engine drives a motor generator to generate electric power and a driving motor drives drive wheels, fuel supply to the engine is stopped and motoring in which the motor generator forcedly drives the engine can be performed, failure determination of a front O2 sensor and a rear O2 sensor provided in an exhaust passage of the engine can be performed based on a change in a detection value of the sensors when the fuel supply is stopped, and a throttle valve of the engine is forcedly opened in the motoring.
    Type: Grant
    Filed: March 7, 2014
    Date of Patent: April 5, 2016
    Assignee: MITSUBISHI JIDOSHA KOGYO KABUSHIKI KAISHA
    Inventors: Hideo Matsunaga, Hisakazu Ikedaya, Hitoshi Kamura, Toshiyuki Miyata
  • Patent number: 9266419
    Abstract: A vehicle drive device in which a friction engagement device, a rotary electric machine, and a speed change device are provided on a power transfer path that connects between an input member drivably coupled to an internal combustion engine and an output member drivably coupled to wheels, the elements provided in this order from the input member side.
    Type: Grant
    Filed: March 28, 2013
    Date of Patent: February 23, 2016
    Assignees: AISIN AW CO., LTD., TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Mikio Iwase, Daiki Suyama, Naoya Jinnai, Tatsuya Okishima, Kensuke Wada, Yuji Inoue, Yukihiko Ideshio
  • Patent number: 9114805
    Abstract: In the course of starting up an engine during electric travel node, this engine startup system performs a semi-engagement operation (S2) of engaging the clutch while making same slip in order to crank the engine, and then performs a disengagement operation (S4, S5) of disengaging the clutch after starting to crank the engine. The timing for starting the disengagement operation of the clutch is varied depending on the driving force required.
    Type: Grant
    Filed: October 6, 2011
    Date of Patent: August 25, 2015
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Koji Murakami
  • Patent number: 9102323
    Abstract: A hybrid vehicle having a brake function includes a hybrid starter and generator (HSG) for starting an engine or generating electricity by the engine. A clutch is disposed on a route for transmitting torque of the engine to a wheel, wherein the clutch selectively transmits the torque. A motor is disposed at a rear side of the clutch on the route, wherein the motor adds torque or generates electricity. An inverter is electrically connected to the HSG and the motor, and a battery is electrically connected to the inverter, wherein the battery stores or outputs electrical energy. A controller releases the clutch, controls the motor to generate the electricity through the torque transmitted from the wheel to the motor, and controls the HSG to consume the electricity generated from the motor, if a braking demand condition is satisfied.
    Type: Grant
    Filed: December 20, 2013
    Date of Patent: August 11, 2015
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventor: Joonyoung Park
  • Patent number: 9102328
    Abstract: A motor vehicle with a hybrid drive includes a combustion engine, an electric machine, which can be operated as a motor and used for starting the combustion engine, a control unit, and a starter which can be used for starting the combustion engine. When startup of the combustion engine is imminent, the control unit is designed to select the electric machine and/or the starter for starting the combustion engine depending on at least one operating parameter of the motor vehicle which describes the drive dynamics requirement and/or the torque requirement for the hybrid drive and/or a requirement of a controller of the motor vehicle.
    Type: Grant
    Filed: October 27, 2011
    Date of Patent: August 11, 2015
    Assignee: AUDI AG
    Inventors: Martin Werner, Michael Schneider
  • Publication number: 20140312619
    Abstract: A method of operating a drive train (110) for a hybrid electric vehicle, and a drive train, is disclosed. The drive train comprises an internal combustion engine (120), a first electrical machine (130) and electrical energy storage means (150). The internal combustion engine is coupled to drive the first electrical machine as a generator and the first electrical machine connected to supply electrical energy to the electrical energy storage means. The electrical energy storage means is arranged for supplying electrical energy to at least a second electrical machine (170) for driving wheels (180) of a hybrid electric vehicle.
    Type: Application
    Filed: April 25, 2012
    Publication date: October 23, 2014
    Inventors: Daniel Plant, Gregory Offer, Richard William Silversides
  • Publication number: 20140232112
    Abstract: A hybrid-vehicle power generator control apparatus. Based on a difference electric power value, which corresponds to the difference between an electric power generator power command value given by a higher-hierarchy control unit and an output voltage value of an electric power generator, an electric power generator control unit calculates an electric power generator rotation speed command value and based on the calculated electric power generator rotation speed command value, the electric power generator control unit PWM-controls an output of the electric-power conversion system that performs electric conversion between the electric power generator and a battery, so that the rotation speed of the electric power generator is made to keep track of the electric power generator rotation speed command value and the output electric power value of the electric power generator is made to keep track of the electric power generator power command value.
    Type: Application
    Filed: December 14, 2011
    Publication date: August 21, 2014
    Applicant: Mitsubishi Electric Corporation
    Inventors: Yasuhiko Wada, Hisanori Yamasaki, Keita Hatanaka, Hidetoshi Kitanaka, Yuruki Okada
  • Patent number: 8674533
    Abstract: Engine control device includes a delay unit which delays or cuts off a flow of current from a first current system, which directs current to a coil, to a second current system, which directs current to a starter motor. When a starter switch, which turns the flow of current from the power source to the first current system on or off, is turned on and electricity flows to the first current system, the delay unit delays the current flowing from the first current system to the second current system. When electricity flows to the first current system as a result of a controller having turned a first switch on, the delay unit cuts off the flow of electricity from the first current system to the second current system.
    Type: Grant
    Filed: August 24, 2010
    Date of Patent: March 18, 2014
    Assignee: Fujitsu Ten Limited
    Inventors: Yuichiro Shimizu, Yoshinori Shibachi, Ryoh Izumoto, Motoki Komiya
  • Patent number: 8571737
    Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.
    Type: Grant
    Filed: December 9, 2010
    Date of Patent: October 29, 2013
    Assignee: Honda Motor Co., Ltd.
    Inventor: Yutaka Tamagawa
  • Patent number: 8108089
    Abstract: When the engine being in an idling operation and it is in a running state (S410, S420), a value 1 is set to a learning-determination flag F1 (step S460) and the learning of the idling control value is performed when the transmission is in the state of Lo gear and it is not immediately after a Hi-Lo shifting has been performed (S430 to S450).
    Type: Grant
    Filed: December 20, 2006
    Date of Patent: January 31, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Keiko Hasegawa, Toshio Inoue, Daigo Ando, Mamoru Tomatsuri, Keita Fukui
  • Patent number: 7848858
    Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.
    Type: Grant
    Filed: November 12, 2008
    Date of Patent: December 7, 2010
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Tabata, Yutaka Taga
  • Publication number: 20080148993
    Abstract: A hybrid propulsion system includes a prime mover system, a driving system, an energy storage system, a regenerative braking system, and a control system usable to control operation of the prime mover, driving, energy storage, and regenerative braking systems. The control system receives inputs of geographic location, speed, and terrain features, and manages energy discharge and charge operations.
    Type: Application
    Filed: December 7, 2007
    Publication date: June 26, 2008
    Inventor: Tom Mack
  • Publication number: 20070273152
    Abstract: A self-propelled working machine, which performs work by using power of an internal combustion engine 10 and travels by using power of an electric motor 30, includes a mechanical governor 75 for maintaining the engine at a designated engine rotational speed Nf. A load control mechanism for the working machine has a maximum working output calculator that calculates a maximum working output Qf from the designated engine rotational speed, an actual working load calculator that calculates an actual working load Qr from the designated engine rotational speed Nf and a detected actual engine rotational speed Nr, and a limit speed calculator that calculates a limit speed Vc from the maximum working output Qf and the actual working load Qr. A travel controller operates and controls the electric motor 30 by setting a travel speed V to the limit speed Vc when the actual engine rotational speed Nr is decreased to be lower than the designated engine rotational speed Nf.
    Type: Application
    Filed: May 22, 2007
    Publication date: November 29, 2007
    Applicant: HONDA MOTOR CO., LTD.
    Inventors: Toshiaki Kawakami, Hiroshi Kobayashi
  • Patent number: 7224132
    Abstract: A portable range extender is provided for an electric vehicle having a vehicle controller, and an electric traction motor powered by a battery. The portable range extender has an engine, a dynamoelectric machine coupled to the engine by a shaft and electrically connectable to the vehicle, and a range extender controller for controlling operations of the range extender independently of the vehicle controller. The range extender controller monitors voltage of the battery to automatically activate the range extender when the battery voltage is less than a first threshold value and automatically deactivate the range extender when the battery voltage reaches a second threshold value. The dynamoelectric machine operates as a motor for starting the engine when the battery voltage is less than the first threshold value. In response to prescribed engine conditions, the range extender controller operates the dynamoelectric machine as a generator driven by the engine to generate electric power supplied to the vehicle.
    Type: Grant
    Filed: January 22, 2004
    Date of Patent: May 29, 2007
    Assignee: Wavecrest Laboratories, LLC.
    Inventors: Chahee Peter Cho, Eun S. Kim
  • Patent number: 7218070
    Abstract: The present invention relates to a propeller drive arrangement for vessels used in water-borne traffic, and specifically to a propeller drive arrangement containing a propulsion unit, and to such an arrangement, which contains a propulsion unit, which is turnable relative the hull of the vessel. Particularly the present invention relates to a system and a method for braking a motor of a propulsion unit. The solution for braking the propulsion unit according to the present invention is based on short-circuiting a permanently magnetized motor.
    Type: Grant
    Filed: March 28, 2003
    Date of Patent: May 15, 2007
    Assignee: ABB O Y
    Inventor: Jari Ylitalo
  • Patent number: 7163071
    Abstract: The invention relates to a non-railbound land vehicle (2) comprising a drive system with the following components; a combustion engine-generator unit (=VG unit) (14, 16); at least one electric drive motor (18, 20); a power control station (30) for the electric motor that can be operated by the driver of the vehicle and a control electronics (24) that is connected to the VG unit, the electric motor and the power control station.
    Type: Grant
    Filed: December 18, 2001
    Date of Patent: January 16, 2007
    Assignee: Magnet-Motor Gesellschaft fur Magnetmotorische Technik mbH
    Inventors: Christof Scherg, Werner Weck, Peter Ehrhart
  • Patent number: 7064503
    Abstract: A method is for controlling a multi-phase electrical ship propulsion motor that is supplied with electric energy via a power converter. The ship propulsion motor is preferably a permanently excited motor with at least three windings. The phase currents flowing in the windings are controlled via the power converter to minimize the body noise emitted by the electrical ship propulsion motor.
    Type: Grant
    Filed: November 19, 2001
    Date of Patent: June 20, 2006
    Assignee: Siemens Aktiengesellschaft
    Inventors: Walter Marx, Hans-Jürgen Tölle, Reinhard Vogel
  • Patent number: 7053498
    Abstract: Electronic control for a hydraulic system driving an auxiliary power source is provided, with specific application as a system for controlling the operation of a hydraulically driven AC generator. The system may includes a hydraulic pump, a hydraulic motor drivably connected to the generator, a fluid circuit for circulating fluid from the pump to the motor and back. The fluid circuit may contain a bypass conduit to bypass the motor. The system also includes a proportional servo control valve assembly for controlling the fluid circuits and a control circuit for controlling the proportional control valve assembly. The control system can be capable of controlling the flow of hydraulic fluid to the motor powering the electrical or mechanical system. Sensors for measuring the operating parameters of the system and an operator interface module can influence the operation of the system.
    Type: Grant
    Filed: January 18, 2005
    Date of Patent: May 30, 2006
    Assignee: Wartron Corporation
    Inventors: Mario P. Boisvert, Randall L. Perrin, Marvin E. Puska, John E. Mitchell
  • Patent number: 7023150
    Abstract: A hybrid drive apparatus includes an engine, a first electric motor for generating electric power by using at least a portion of its output and for controlling the speed of the engine and a control unit for controlling the engine and the first electric motor. The control unit performs a prepositioning control for positioning the engine being fuel-cut to a predetermined cranking start position such as a constant crank angle position or a constant cranking load position by the motoring of the first electric motor. As a result, the engine can always be started under identical conditions, and the torque vibrations to be outputted to a wheel have identical waveforms so that a simple torque correction can be made by outputting corresponding waveform data.
    Type: Grant
    Filed: July 11, 2001
    Date of Patent: April 4, 2006
    Assignee: Aisin AW Co., Ltd.
    Inventors: Hideki Hisada, Kazuo Aoki, Hiroyuki Kojima
  • Patent number: 6979913
    Abstract: A vehicle mounted AC generator system having an AC generator mounted outside the engine/transmission compartment and connected by drive shaft with universal joints and a belt driven RPM ratio device. The ratio is set to provide accurate AC generator RPM at a preselected engine RPM. The AC generator is mechanically engageable when certain conditions are met and is disconnected when other conditions are present, including an operator emergency stop switch.
    Type: Grant
    Filed: February 20, 2004
    Date of Patent: December 27, 2005
    Assignee: Contour Hardening, Inc.
    Inventors: John M. Storm, Nathan D. Pugh
  • Patent number: 6943460
    Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.
    Type: Grant
    Filed: July 14, 2003
    Date of Patent: September 13, 2005
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Teruo Wakashiro, Kohei Hanada, Takahiro Yonekura, Makoto Kishida, Tomohiro Nishi, Kazuhiro Hara
  • Patent number: 6882909
    Abstract: The method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission calculates an upper limit of acceleration and an upper limit of jerk of the vehicle based on vehicle speed; calculates a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of the acceleration and upper limit of the jerk; and generates a motor torque command such that a motor torque is less than the calculated maximum motor torque and a motor torque change rate is less than the calculated maximum motor torque change rate.
    Type: Grant
    Filed: December 30, 2002
    Date of Patent: April 19, 2005
    Assignee: Hyundai Motor Company
    Inventor: Se-Jin Lee
  • Patent number: 6373144
    Abstract: A prime mover has an internal combustion engine and a motor generator. A setpoint of a torque depends on a variable representing the wish of an operator of the prime mover and on operating variables of the internal combustion engine. Actuating signals for actuators of the internal combustion engine depend on the setpoint of the indicated torque. An actuating signal for the motor generator which is arranged on the output shaft of the internal combustion engine depends on the setpoint of the torque.
    Type: Grant
    Filed: November 29, 2000
    Date of Patent: April 16, 2002
    Assignee: Siemens Aktiengesellschaft
    Inventors: Johann Fröhlich, Hong Zhang
  • Patent number: 6340847
    Abstract: In a power output apparatus of the present invention, a control unit sets a WOT (wide open throttle) line L2, where the maximum torque of an engine attains, as a boundary between an over drive area and an under drive area in the case where a rotor shaft of an assist motor is set in a state of over drive linkage. The control unit determines a target working point of an outer rotor shaft of a clutch motor, which functions as a drive shaft, based on an externally required output, and selects the WOT line L2 as a performance line of the engine in the case where the target working point of the outer rotor shaft is present in the under drive area. The control unit then sets a switching instruction flag, in order to change the state of linkage of the rotor shaft of the assist motor from the state of over drive linkage to a state of under drive linkage.
    Type: Grant
    Filed: January 18, 2000
    Date of Patent: January 22, 2002
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Yasutomo Kawabata, Shigeru Matsuhashi, Nobuyoshi Takagi, Akihiko Kanamori, Eiji Yamada
  • Patent number: 6335574
    Abstract: The hybrid vehicle having an engine, an electric motor, a starter motor that starts the engine, and a power drive unit that drives the electric motor. The control apparatus includes an engine start controller which starts the engine when an engine start is requested. The engine start controller starts the engine using the electric motor if the temperature of the electric motor or the power drive unit is less than a predetermined value. In contrast, if at least one of the temperature of the electric motor or the power drive unit is no less than the predetermined value, the engine start controller starts the engine using the starter motor.
    Type: Grant
    Filed: August 23, 2000
    Date of Patent: January 1, 2002
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Shinobu Ochiai, Kazuhiro Hara
  • Patent number: 6054776
    Abstract: A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.
    Type: Grant
    Filed: April 16, 1998
    Date of Patent: April 25, 2000
    Assignee: Jatco Corporation
    Inventor: Yasuo Sumi
  • Patent number: 6018198
    Abstract: A hybrid drive apparatus for a vehicle which is capable of improving the response in restarting an engine during the running of a vehicle. As a result, a shock due to deceleration can be reduced. The hybrid drive apparatus for a vehicle incorporates an engine, a motor generator, a clutch, a transmission unit and a control unit for controlling the other elements. The control unit incorporates a standby control device for realizing a constant cranking characteristic to improve the starting response at the start of the engine by transmitting the power of the motor generator to the engine and controlling the engagement pressure of the clutch, thus revolving the engine to a cranking start position.
    Type: Grant
    Filed: August 18, 1998
    Date of Patent: January 25, 2000
    Assignee: Aisin AW Co., Ltd.
    Inventors: Shigeo Tsuzuki, Kiyoshi Kurita, Yoshinori Matsushita
  • Patent number: 5987372
    Abstract: The invention relates to a safety system for a motor vehicle having an internal-combustion engine. Independent quantities are used for the engine control and for the monitoring of the engine control. The control of the internal-combustion engine takes place by way of an operating parameter indicative of the operating condition of the internal-combustion engine--such as the engine load. In contrast, the monitoring of the engine control takes place by means of a quantity indicative of vehicle propulsion, such as the vehicle output torque, which is determined on the basis of a rotational wheel speed. The desired values for the engine control and for the monitoring are determined from the accelerator pedal position. The detection of the corresponding actual values is based on independent input quantities.
    Type: Grant
    Filed: June 19, 1997
    Date of Patent: November 16, 1999
    Assignee: Mercedes Benz AG
    Inventors: Hans-Christoph Wolf, Juergen Schenk
  • Patent number: 5982045
    Abstract: A hybrid drive system including an engine and an electric motor at least one of which is operated as drive power source to drive a motor vehicle in a selected one of different operation modes. The system is adapted to prevent concurrent operations to change the operation mode and the speed ratio of a power transmitting device or the ratio of torque distribution to front and rear drive wheels, or concurrent operations to change the operation mode and switch the power transmitting device from a non-drive state to a drive state, for avoiding a shock due to a torque variation which would arise from the concurrent operations. The system is alternatively adapted to cut a power transfer from the drive power source to the power transmitting device, or hold the output of the drive power source substantially constant, when the power transmitting device is switched from the non-drive state to the drive state.
    Type: Grant
    Filed: April 15, 1997
    Date of Patent: November 9, 1999
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Tabata, Yutaka Taga, Ryuji Ibaraki, Hiroshi Hata, Tsuyoshi Mikami
  • Patent number: 5907191
    Abstract: A power output apparatus 110 includes a planetary gear 120 having a planetary carrier, a sun gear, and a ring gear, an engine 150 having a crankshaft 156 linked with the planetary carrier, a first motor MG1 attached to the sun gear, and a second motor MG2 attached to the ring gear. When the driver steps on an accelerator pedal 164 to change the driving point of the engine 150, the power output apparatus 110 calculates an angular acceleration of the sun gear, calculates a torque used for changing the driving point of the engine 150 by multiplying the angular acceleration by a moment of inertia seen from the first motor MG1 of an inertial system consisting of the first motor MG1 and the engine 150, and drives the second motor MG2 by taking into account the torque. This structure enables a desired torque to be output even in a transient time.
    Type: Grant
    Filed: June 18, 1997
    Date of Patent: May 25, 1999
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shoichi Sasaki, Tetsuya Abe, Masaaki Yamaoka
  • Patent number: 5901683
    Abstract: A system and method are provided for limiting visible exhaust emissions from a diesel-electric traction vehicle system including a multi-cylinder diesel engine connected for driving a synchronous generator to produce AC electric power, a rectifier connected for converting the AC electric power to DC electric power on a DC link, at least one inverter coupled to the DC link for providing controlled frequency AC power to at least one electric traction motor coupled in driving relationship to at least one wheel of the vehicle. The air-fuel ratio at the engine is regulated to minimize any difference between actual air-fuel ratio and a predetermined preferential air-fuel ratio as a function of engine speed. The air-fuel ratio of an operating engine is measured while monitoring actual visible exhaust emissions in order to create a table of preferential air-fuel ratios as a function of engine speed so that the table values can be used to control visible exhaust without direct monitoring.
    Type: Grant
    Filed: July 28, 1997
    Date of Patent: May 11, 1999
    Assignee: General Electric Company
    Inventor: Sagar Arvindbhai Patel
  • Patent number: 5786640
    Abstract: A series hybrid vehicle comprises a generator 30 driven by an internal combustion engine 40, a battery 20 chargeable by generator 30, an electric motor 10 rotated by electric power of generator 30 and battery 20. A parallel hybrid vehicle comprises. a battery 200 chargeable by an electric motor 100, and selectively uses an internal combustion engine 400 and electric motor 100 as driving source for driving vehicle wheels 900. In these -hybrid vehicles, there is provided a sensor 21 or 201 for detecting the state of charge (SOC) of battery 20 or 200. An output of generator 30 or internal combustion engine 400 is controlled based on each the SOC and a variation the SOC.
    Type: Grant
    Filed: February 2, 1996
    Date of Patent: July 28, 1998
    Assignee: Nippon Soken, Inc.
    Inventors: Shoji Sakai, Sadahisa Onimaru, Mitsuo Inagaki, Hironori Asa
  • Patent number: 5785138
    Abstract: A method and apparatus for operating a hybrid car which includes an electric motor for driving the car, and an internal combustion engine for power generation. At least first and second vehicle operating parameters, such as accelerator pedal depression depth and actual vehicle velocity, are detected. Based on these vehicle operating parameters, a controller controls the electric motor. From these vehicle operating parameters, a vehicle operating state is determined. The charge state of a battery, which supplies electric power to the electric motor, is also detected. Based on the charge state and the vehicle operating state, a target engine operating state is set for the internal combustion engine. The target engine operating states are determined so that low fuel consumption is ensured. The controller then controls the internal combustion engine to achieve the target engine operating state.
    Type: Grant
    Filed: July 28, 1997
    Date of Patent: July 28, 1998
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventor: Masato Yoshida
  • Patent number: 5632352
    Abstract: The vehicle (1) comprises a driving wheel (2) driven by an electric motor (3) whose control circuit (4) is supplied by a generator (6) coupled to a fuel engine (5), and a sensor (18) supplying a power-setting control signal (SC) representative of the position of an accelerator pedal (17) and hence of the desired power that the electric motor (3) has to supply to the wheel (2). To avoid having to provide the vehicle (1) with a large capacity traction battery, the vehicle further comprises means (7, 14 to 16, 19, 20) responsive to the power setting signal (SC) to regulate the rotational speed of the fuel engine (5) to the value at which the latter supplies a mechanical power (Pm) that is equal, firstly, to the desired power and, secondly, to a predetermined fraction of its maximum power.
    Type: Grant
    Filed: March 21, 1995
    Date of Patent: May 27, 1997
    Assignee: SMH Management Services AG
    Inventors: Rene Jeanneret, Thomas Edye, Jacques Muller
  • Patent number: 5473228
    Abstract: A control method for an electrical appliance in a hybrid vehicle. When the electric appliance is connected, the output of the engine is maintained by reducing the output of the generator by the equivalent of the power consumed by the electric appliance while maintaining the revolution speed of the engine. The revolution speed of the engine is then gradually increased by adjusting the field current of the generator while monitoring the output of the generator. When the output of the engine is increased by the power consumed by the electric appliance, the engine is operated at a constant revolution speed and a constant output at the operation point on the output line of the engine with WOT. Thus, the engine is prevented from stopping due to a rapid increase in the load. Owing to a gentle change in the output, the emission is favorable. Since the output of the engine does not deviate from the output line of the engine with WOT (wide open throttle), the fuel consumption is also good.
    Type: Grant
    Filed: September 28, 1994
    Date of Patent: December 5, 1995
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Yoshihide Nii
  • Patent number: 5432413
    Abstract: A control system for an electrical propulsion system for a large wheeled vehicle adapted to haul a payload, the vehicle having an internal combustion engine and an electric generating means driven by the engine. The control system measures selected parameters and controls the engine and generating means to maximize output, and records historical operating data relating to the vehicle and its systems, and has a 2 digit display that provides information useful in troubleshooting problems. The control system also enhances fuel consumption by conserving fuel use, particularly on flat terrain and when the vehicle is approaching the overspeed point. Depression of the foot pedal is no longer input directly to the engine controller. Based on the amount of depression of the foot pedal, a fuel enhancement means determines the horsepower request from the operator of the foot pedal, but generates an engine rpm signal which will run the engine at only the rpm necessary to provide the power.
    Type: Grant
    Filed: October 22, 1993
    Date of Patent: July 11, 1995
    Assignee: General Electric Company
    Inventors: Amy D. Duke, Frederick G. Beach, Francis M. Grabowski, Wing Y. Chung
  • Patent number: 5432383
    Abstract: An electric generator system for a gas turbine converts the mechanical output power of the shaft of a gas turbine into electric energy with a plurality of electric generators (4, 5) mounted coaxially on the turbine shaft. When the electric energy is supplied to a motor vehicle drive unit (7), the electric output power of only one of the generators is converted and supplied to the drive unit (7) if both load on the motor vehicle is small, or the electric output powers of the generators are converted and supplied to the drive unit (7) if the load is large. Therefore, the effective efficiency of the generators (4, 5) is maintained at a high level.
    Type: Grant
    Filed: August 23, 1993
    Date of Patent: July 11, 1995
    Assignee: Isuzu Ceramics Research Institute Co., Ltd.
    Inventor: Hideo Kawamura
  • Patent number: 5418437
    Abstract: The motor vehicle drive system is for a motor vehicle having an electric motor system, an actuating system, an accelerator system, a mode selector and a battery.
    Type: Grant
    Filed: November 16, 1992
    Date of Patent: May 23, 1995
    Assignee: Hydro-Quebec
    Inventors: Pierre Couture, Bruno Francoeur
  • Patent number: 5373219
    Abstract: A control system for an electrical propulsion system for a large wheeled vehicle adapted to haul a payload, the vehicle having an internal combustion engine and an electric generating means driven by the engine. The control system measures selected parameters and controls the engine and generating means to maximize output, and records historical operating data relating to the vehicle and its systems, and has a 2 digit display that provides information useful in troubleshooting problems.
    Type: Grant
    Filed: March 11, 1993
    Date of Patent: December 13, 1994
    Assignee: General Electric Company
    Inventors: Francis M. Grabowski, Amy D. Duke, Frederick G. Beach, James W. Nash, Paul H. Curtis
  • Patent number: 5359228
    Abstract: An operating method for a hybrid car which has an electric motor for driving the vehicle and an internal combustion engine for power generation. Using an operational expression including a motor output correction factor whose value is variably adjusted to different values depending on whether the engine is operated for battery charging or the engine is stopped, a required motor current supply that matches the vehicle operating state represented by an actual vehicle speed and an accelerator pedal depression depth is calculated, and the motor current supply is controlled in accordance with the result of the calculation. Consequently, the cruising range of the hybrid car is increased, and also the power performances and exhaust gas characteristics of the hybrid car are improved.
    Type: Grant
    Filed: May 14, 1993
    Date of Patent: October 25, 1994
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventor: Masato Yoshida
  • Patent number: 5280223
    Abstract: A control system for an electrical propulsion system for a large wheeled vehicle adapted to haul a payload, the vehicle having an internal combustion engine and an electric generating means driven by the engine. The control system measures selected parameters and controls the engine and generating means to maximize output, and records historical operating data relating to the vehicle and its systems, and has a 2 digit display that provides information useful in troubleshooting problem.
    Type: Grant
    Filed: March 31, 1992
    Date of Patent: January 18, 1994
    Assignee: General Electric Company
    Inventors: Francis M. Grabowski, Amy D. Duke, Frederick G. Beach, James W. Nash, Paul H. Curtis
  • Patent number: 4818890
    Abstract: A turbine helper drive apparatus includes a turbine for driving a load, a motor coupled to the turbine, and a power converter for controlling an output from the motor based on a predetermined power reference. The power converter controls the motor so that the motor performs either a motoring operation, wherein the motor drives the load together with the turbine, or a regenerating operation, wherein the motor serves as a load for the turbine to generate an electric power.
    Type: Grant
    Filed: November 12, 1987
    Date of Patent: April 4, 1989
    Assignee: Kabushiki Kaisha Toshiba
    Inventors: Tadao Mose, Akio Hirata, Suzuo Saito, Hidehiko Kikuchi
  • Patent number: 4668872
    Abstract: The inventive control system introduces the current (.DELTA.I) and voltage (.DELTA.C) deviations simultaneously with the injection set point (C) to define a new injection set point (C') that is utilized in conjunction with the measurement of diesel engine speed (V.sub.rD) to adjust the injection and with the measurement of the injection flow rate C.sub.r to adjust the generator excitation current.
    Type: Grant
    Filed: December 11, 1985
    Date of Patent: May 26, 1987
    Assignee: Alsthom and Neyrpic
    Inventors: Bernard Lerouge, Luc Jourdan