Hybrid Vehicle Control Unit for Re-Acceleration Responsiveness
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Solution Overview
Problem
Existing hybrid vehicle technologies do not effectively increase engine revolutions with good responsiveness during re-acceleration from a non-driven state, as they lack control mechanisms tailored for this specific scenario.
Innovation Solution
A vehicle control system that includes an internal combustion engine, a rotating electric machine, and a control unit that increases engine revolutions based on vehicle velocity, with enhanced rate of increase when the accelerator pedal is pressed down or switched from brake to accelerator pedals, utilizing a planetary gear mechanism for power transmission and clutch for state switching.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If the engine revolutions are increased rapidly during re-acceleration from a non-driven state, then the responsiveness to driver's intention is improved, but the fuel consumption increases
Solution Approach 1:
The patent applies dynamics by making the engine revolution increase rate variable based on driving conditions. The control unit dynamically adjusts the rate of engine revolution increase during re-acceleration from a non-driven state, considering factors like vehicle speed and accelerator pedal operation speed. This allows the system to optimize between responsiveness and fuel consumption by adapting the engine's rotational behavior to actual driving needs rather than using a fixed increase rate.
2Ease of operation
If the control system increases engine revolutions with high responsiveness during re-acceleration, then the driver intention compliance is improved, but the complexity of the control system increases
Solution Approach 1:
The patent implements feedback control by continuously monitoring driving conditions (vehicle speed, accelerator pedal position, brake pedal status) and adjusting the engine revolution increase rate accordingly. The control unit receives feedback from various sensors and modifies the engine's rotational behavior in real-time during re-acceleration, ensuring the system responds appropriately to driver intentions while maintaining manageable complexity through structured control logic.
3Speed
If the rotating electric machine is used to rotate the engine output shaft during re-acceleration, then the engine startup responsiveness is improved, but the energy loss from electric machine operation increases
Solution Approach 1:
The patent applies preliminary action by preparing the engine for rapid acceleration before the driver actually requests power. When the control unit detects that the vehicle is in a non-driven state and the accelerator pedal is being operated, it proactively increases engine revolutions using the rotating electric machine. This preliminary engagement ensures the engine is already spinning up when needed, improving responsiveness while managing energy loss by only activating the electric machine when genuine re-acceleration is detected.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system achieves good responsiveness in increasing engine revolutions during re-acceleration, enhancing driver intention compliance and maintaining fuel efficiency by optimizing engine and electric machine interactions.
Implementation Method 1
a rotating electric machine for rotating an output shaft of the internal combustion engine
Implementation Method 2
a planetary gear mechanism having a sun gear, a pinion gear, a carrier, and a ring gear
Data Source
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AI summary
An ECU executes a program including the steps of adding a prescribed value (S104) when a brake pedal has been pressed down (YES in S100), calculating an amount of change in pressing force of the brake pedal (S106), performing first motoring processing (S112) when the brake pedal has been released (YES in S108), adding a prescribed value to a brake OFF counter (S114), calculating an amount of change in stroke (S118) when an accelerator pedal has been pressed down (YES in S 116), calculating a first rate target value in accordance with a pedal switching speed (S120), calculating a second rate target value in accordance with a speed of pressing-down of the accelerator pedal (S122), determining a final rate target value (S124), and controlling a first MG in accordance with the determined rate target value.