Nissan Motor Company Limited

Hiroshi Iwano

Hiraku Ooba

Susumu Komiyama

Isamu Kazama

Hatsuo Nagaishi

Kensuke Osamura

Hiroyuki Itoyama

Kazuhiro Takeda

Tomoyuki Hanyu

Kenji Oota

Hideaki Inoue

Masayuki Yasuoka

Yuki Kosaka

Yuki Nakajima

Hideaki Watanabe

Ichiro Yamaguchi

Shinobu Kamada

Kenji Ohta

Musashi Yamaguchi

Naonori Onoda

Takeshi Ishino

Yutaro Minami

Taketora Negome

Masaaki Uchida

Yasuo Takagi

Takahiro Yoshino

Nobusuke Toukura

Toru Fuse

Mikio Matsumoto

Tadahiro Yamamoto

Tadaki Ota

Eiichi Ohnishi

Takamasa Ueda

Seiji Shimodaira

Atsushi Yonezawa

Satoshi Takeyama

Tetsuya Ikeda

Hiraku Ohba

Hiroshi Ogane

Hikaru Ooba

A vehicle control apparatus includes a motor unit, a power accumulating device, a charging power control section, a vehicle state detecting section, a braking/driving force control section, a turning determination section and a charging power correction section. The motor unit is configured to generate an independent driving/braking force for at least each of left and right driving wheels. The charging power control section is configured to set charging power supplied to the power accumulating device in accordance with a power accumulation state of the power accumulating device. The braking/driving force control section is configured to control a braking force or a driving force generated by the motor unit based on the operating state of the vehicle. The turning determination section is configured to determine whether a prescribed vehicle turning condition exists. The charging power correction section is configured to increase the charging power when the prescribed vehicle turning condition exists.

Vehicle control apparatus

A hybrid-vehicle driving system includes an engine, a transmission, a first motor/generator provided between the engine and the transmission, and a battery that can charge and discharge the first motor/generator. When an estimated output voltage of the first motor/generator becomes higher than or equal to a predetermined voltage during a gear shift operation of the transmission, the battery is electrically disconnected from the driving system, and the voltage of a power line on the side of the first motor/generator is then decreased so as to charge the battery.

Driving system for hybrid vehicle

A power accumulating unit of a power supply system includes a first switch section configured to achieve a first voltage output state in which an output voltage is substantially equal to a first motor driving voltage and a second switch section configured to achieve a second voltage output state in which the output voltage is substantially equal to a second motor driving voltage that is higher than the first motor driving voltage. A voltage switching control part is configured to perform a voltage switching control to switch between the first motor driving voltage and the second motor driving voltage by alternately operating the first and second switch sections to repeatedly switch between the first voltage output state and the second voltage output state.

Power supply system and power supply system control method

To protect the inverters and motor generators from damage caused by abnormal currents resulting from the sudden changes in voltage that occur when changing the battery voltage. A vehicle equipped with an engineand first and second motor-generatorsandthat can generate electricity by being driven by engineor from regeneration of kinetic energy of the vehicle, power supply linethat connects first motor-generatorwith second motor-generatorand batteryconnected via switchin the middle of electric power supply lineWhen changing the voltage of batteryswitchis opened before the voltage of batteryis changed, and switchis closed only after one of the motor generatorsandis caused to generate electric power or propel the vehicle in order to reduce the difference in voltage between power supply lineand battery

Hybrid vehicle equipped with a variable voltage battery

A hybrid drive system has an engine (); a motor-generator (); a transmission () for converting drive force inputted from at least one of the engine () and the motor-generator () and transmitting the converted drive force to a drive wheel (); a first rotating shaft (), a second rotating shaft () and a third rotating shaft () disposed mutually in parallel. The drive system includes a first gear wheel () disposed coaxially with the first rotating shaft (); a first clutch () for engaging/disengaging the first gear wheel () with/from the first rotating shaft (); a second gear wheel () disposed coaxially with the second rotating shaft (); a second clutch () for engaging/disengaging the second gear wheel () with/from the second rotating shaft (); a third gear wheel (), engaging with the first gear wheel () or the second gear wheel () and disposed coaxially with the second rotating shaft () or the first rotating shaft (); and a third clutch () for engaging/disengaging the third gear wheel () with/from the first rotating shaft () or the second rotating shaft (). The motor-generator () is connected to the first rotating shaft (). The engine () is connected to the third rotating shaft (). The transmission () includes an input disc () connected to the third rotating shaft; an output disc () disposed coaxially with the input disc; and a power roller () sandwiched in a tiltable fashion between the input disc and the output disc.

Hybrid drive system

An intake valve control system for an internal combustion engine includes a first valve control mechanism for varying an actual operation angle of an intake valve, a second valve control mechanism for varying an actual maximum lift phase of the intake valve and a control unit that operates the first and second valve control mechanisms to adjust an intake air amount by controlling the operation angle predominantly in a low-intake range and controlling the maximum lift phase predominantly in a high-intake range. The control unit is configured to calculate a target operation angle and a target maximum lift phase according to engine operating conditions so that the actual operation angle and maximum lift phase are controlled to the target operation angle and maximum lift phase, respectively, and correct the target operation angle in a transient operating state where the actual maximum lift phase deviates from the target maximum lift phase.

Intake valve control system and method for internal combustion engine

An intake-air control system for an engine enabling an intake-air quantity and a compression ratio to be variably controlled, includes sensors detecting engine operating conditions and the compression ratio, and a control unit electronically connected to the sensors for feedback-controlling the intake-air quantity based on the compression ratio as well as the engine operating conditions, while feedback-controlling the compression ratio based on the engine operating conditions. The control unit executes phase-matching between an intake-air quantity change occurring based on intake-air quantity control and a compression ratio change occurring based on compression ratio control, considering a relatively slower response in the compression ratio change than a response in the intake-air quantity change.

Intake-air control system for engine

A hybrid electric vehicle runs by torque of an internal combustion engine () and torque of an electric motor () that are output through a transmission. The transmission comprises a first shaft (, A) that is connectable to the internal combustion engine (), a second rotation shaft (, A) that is connectable to the electric motor (), and a third rotation shaft (, A) that is connected to drive wheels (). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (, A) and the third rotation shaft (, A), and between the second rotation shaft (, A) and the third rotation shaft (, A). A variety of power transmissions to the drive wheels () are made possible by further providing a clutch () that connects the first rotation shaft (, A) and the second rotation shaft (, A).

Transmission for a vehicle

A target driving power is calculated in accordance with the operating condition, a fuel consumption rate per power unit is calculated at all the possible operating points of an engine () and a drive motor () to realize the target driving power, a target fuel consumption rate is set on the basis of the operating condition, and an operating point of the engine () and drive motor () at which a fuel consumption rate that is equal to the target fuel consumption rate can be realized is searched. When an operating point at which a fuel consumption rate that is equal to the target fuel consumption rate can be realized is not found, the fuel consumption rate relating to driving power is corrected with only the fuel consumption rate relating to electric power for charging a battery device set at a predetermined value which is smaller than the actual fuel consumption rate, an operating point at which the fuel consumption rate relating to driving power reaches a minimum is selected, and the engine () and drive motor () are controlled to achieve the selected operating point.

Drive control device for hybrid vehicle

A hybrid vehicle comprises a drive wheel (), an internal combustion engine (), a power generating motor () that generates an electric power by using an output power of the engine (), and a planetary gear set () that comprises a combination of a gear element that is driven by the engine (), a gear element that is connected to the power generating motor (), and a gear element that is connected to the drive wheel (). A target engine power is computed based on an accelerator operation amount. The engine () is controlled based on the target engine power. And control a rate of variation in the rotation speed of the engine () to be smaller, when the rotation speed of the power generating motor () increases than when the rotation speed of the power generating motor () decreases toward zero as a result of controlling the engine () based on the target engine power. Fuel consumption rate is thus improved.

Engine speed control for a hybrid electric vehicle

In intake air control apparatus and method for an internal combustion engine, a target angle calculating section calculates a target angle of one of first and second variably operated valve mechanisms from a target load in accordance with an accelerator opening angle and a present engine speed, a variably operated valve mechanism actual angle outputting section derives and outputs an actual angle of the one of the first and second variably operated valve mechanisms which is varied toward the target angle, and another target angle calculating section calculates another target angle of the other of the first and second variably operated valve mechanisms from a derived and outputted present corresponding variably operated valve mechanism actual angle equivalent value, the present engine speed, and the target load on the basis of a known relationship among four of the working angle, the central angle, the engine speed, and a load.

Intake air control apparatus and method for internal combustion engine

Disclosed is a control apparatus for a hybrid vehicle having an engine, a drive motor () that regenerates power, and an electric power storage device () that gives/receives power to/from the drive motor (). The control apparatus includes power consumption means () for consuming power; a sensor () that detects a state of charge of the electric power storage device; means () for detecting a driving state of the vehicle; and a controller (). The controller () is programmed to calculate a chargeable energy amount Ecap in the electric power storage device () on the basis of a difference between a fully charged state of the electric power storage device and the detected state of charge; set a power |Pgen0| regenerated by the drive motor (); calculate a chargeable power Pmax in the electric power storage device according to the detected state of charge; calculate a regenerated energy E resulting from regenerative braking from the detected driving state of the vehicle; calculate a charging power limit Pgenlmt according to the calculated regenerated energy E; and control the power consumption means () to consume a power equal to a difference between the power |Pgen0| regenerated by the drive motor () and the charging power limit |Pgenlmt| when the calculated regenerated energy E is greater than the chargeable energy amount Ecap in the electric power storage device and when the charging power limit |Pgenlmt| is smaller than the chargeable power |Pmax|.

Regeneration control for hybrid vehicle

A hybrid electric vehicle comprises a first motor () connected to an internal combustion engine (), a second motor () generating vehicle drive force, and a power storage device (). A controller () supplies power from the power storage device () to the second motor () in response to an accelerator pedal depression amount (B, B). The controller () calculates an available power supply to the first motor () by subtracting the power supply to the second motor () from the available power of the power storage device () (B). When the target rotation speed of the engine () exceeds the actual rotation speed of the engine (), power from the power storage device () is supplied to the first motor () in a range which does not exceed the available power supply (B, B), thereby accelerating engine rotation without decreasing power supply to the second motor ().

Drive force control for hybrid electric vehicle

A control unit ( ) controls an opening of an exhaust recirculation valve ( ) according to a running condition of a diesel engine ( ). The control unit ( ) calculates an equivalence ratio of the gas mixture supplied to the engine ( ) and a target intake fresh air amount taking account of the air amount in the exhaust gas recirculated by the exhaust gas circulation valve ( ), based on the opening of the valve ( ) and a target excess air factor of the engine ( ) set according to the running condition. By controlling a turbocharger ( ) according to the target intake fresh air amount, and by controlling the fuel supply mechanism according to a fuel injection amount calculated from the equivalence ratio, the excess air factor of the engine ( ) and an exhaust gas recirculation rate of the exhaust gas recirculation valve ( ) are respectively controlled to optimum values.

Diesel engine control

In air-fuel ratio control apparatus and method for an internal combustion engine having an EGR valve interposed in an EGR passage between an intake manifold and an exhaust manifold, a target EGR quantity is calculated, a determination is made which of air-fuel ratio feedback controls through an EGR control and through an intake-air quantity is to be executed according to the target EGR quantity, and one of the air-fuel ratio feedback controls is selectively made according to a result of a determination of which of the air-fuel feedback controls is to be executed. During an execution of a rich spike control, the feedback control through the intake-air quantity control is unconditionally executed.

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Yokohama, Japan

Hiroshi Iwano