公开(公告)号：US20160325733A1

公开(公告)日：2016-11-10

申请号：US15108606

申请日：2014-12-03

Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA

Inventor： Masayuki BABA ,  Yoshiaki TSURUTA

IPC: B60W20/19 ,  B60K6/543

CPC classification number: B60W20/19 ,  B60K6/365 ,  B60K6/445 ,  B60K6/543 ,  B60W10/06 ,  B60W10/105 ,  B60W2510/0666 ,  B60W2710/0644 ,  B60Y2200/92 ,  B60Y2300/188 ,  B60Y2300/43 ,  B60Y2400/72 ,  F16H2061/6611 ,  Y02T10/6239 ,  Y10S903/918

Abstract: In a hybrid vehicle including an engine, a motor driven by a battery output, and a continuously variable transmission, when acceleration is requested, an ECU executes feeling-of-acceleration producing control for gradually increasing an engine rotation speed from an initial value NEini lower than an optimum rotation speed. With the battery output, the ECU makes up for a shortfall of engine output caused by the feeling-of-acceleration producing control. When starting the feeling-of-acceleration producing control, the ECU calculates a basic initial value NEini_base lower than the optimum rotation speed, and calculates, based on an atmospheric pressure, a lower limit value NEmin that allows the battery output to be maintained to be equal to or lower than prescribed electric power. The ECU selects a larger one of basic initial value NEini_base and lower limit value NEmin as initial value NEini.

Abstract translation: 在包括发动机，由电池输出驱动的电动机和无级变速器的混合动力车辆中，当要求加速时，ECU执行感觉加速度生成控制，以从初始值NEini下降逐渐增加发动机转速 比最佳转速。 通过电池输出，ECU弥补了由加速感产生控制引起的发动机输出不足。 当开始加速感觉产生控制时，ECU计算低于最佳转速的基本初始值NEini_base，并且基于大气压计算允许将电池输出保持为的下限值NEmin 等于或低于规定的电力。 ECU选择基本初始值NEini_base和下限值NEmin中较大的一个作为初始值NEini。

公开(公告)号：US20160162852A1

公开(公告)日：2016-06-09

申请号：US15045602

申请日：2016-02-17

Applicant: Kenneth Carl Steffen Winiecki

Inventor： Kenneth Carl Steffen Winiecki

IPC: G06Q20/10 ,  G06Q40/08 ,  B60Q9/00

CPC classification number: G06Q20/102 ,  B60Q9/00 ,  B60W50/08 ,  B60W2510/0604 ,  B60W2510/0638 ,  B60W2510/0666 ,  B60W2520/10 ,  G01C21/3629 ,  G01C22/00 ,  G06F19/00 ,  G06M1/303 ,  G06Q10/20 ,  G06Q30/012 ,  G06Q30/0645 ,  G06Q40/08 ,  G07C5/008 ,  G07C5/0808 ,  G07C5/085 ,  G07C2205/02

Abstract: A motor vehicle monitoring method for determining driver negligence is carried out by a company in order to determine a final assessment for the vehicle. The method for determining driver negligence enables the company to calculate an average revolutions per initial odometer value and an average revolutions per secondary odometer value, where the average revolutions per secondary odometer value is a direct indication about operating state of the vehicle or an action of an end user during a designated time period. Then the company is able to adjust the contact agreement for the designated time period upon the final assessment, wherein the responsible party that violates the contact agreement is only liable for the respective damages. The method for determining driver negligence also validates the odometer and speedometer values from illegal tampering.

Abstract translation: 用于确定驾驶员疏忽的机动车辆监控方法由公司执行，以便确定车辆的最终评估。 用于确定驾驶员疏忽的方法使得公司能够计算每个初始里程数值的平均转数和每个次中心里程值的平均转数，其中每个次中心里程值的平均转数是关于车辆的运行状态或者是一个动作的直接指示 最终用户在指定的时间段内。 然后公司能够在最终评估后的指定时间段内调整联系协议，违反联系协议的责任方仅对相应的损害赔偿责任。 确定驾驶员疏忽的方法也可以从非法篡改中验证里程表和车速表的值。

公开(公告)号：US20160107637A1

公开(公告)日：2016-04-21

申请号：US14719352

申请日：2015-05-22

Applicant: Hyundai Motor Company

Inventor： Tae Sic Park ,  Seongeun Park ,  Jun Hoi Huh ,  Kwangmin Choi

IPC: B60W20/00 ,  B60W10/115 ,  B60K6/365 ,  B60K6/547 ,  B60K6/442 ,  B60W10/196 ,  B60W10/06

CPC classification number: B60W20/20 ,  B60K6/365 ,  B60K6/442 ,  B60K6/445 ,  B60K6/547 ,  B60W10/02 ,  B60W10/06 ,  B60W10/08 ,  B60W10/115 ,  B60W10/196 ,  B60W2510/0666 ,  B60W2510/1005 ,  B60W2510/104 ,  B60W2510/244 ,  B60W2710/0677 ,  B60W2710/10 ,  B60W2710/244 ,  B60Y2200/92 ,  Y02T10/6239 ,  Y02T10/6286 ,  Y10S903/91 ,  Y10S903/919 ,  Y10S903/93

Abstract: A control apparatus of a power transmission system is provided and includes an input shaft through which torque from an engine is input and first and second motor/generators. A planetary gear set is disposed on a line from the input shaft and an output shaft transmits torque from the planetary gear set and the second motor/generator to driving wheels. A battery supplies electricity to the first and second motor/generators and charges electricity generated therefrom. An HEV mode 1 in which an operation of a first brake and a second brake is released or an HEV mode 2 in which an operation of the second brake is operated is converted based on a mechanical maximum efficiency range, a required power of the engine, a speed ratio of a transmission, and an SOC of the battery.

Abstract translation: 提供了一种动力传动系统的控制装置，包括输入轴，通过该输入轴输入来自发动机的扭矩，以及第一和第二电动机/发电机。 行星齿轮组从输入轴设置在一条直线上，输出轴将来自行星齿轮组和第二马达/发电机的扭矩传递到驱动轮。 电池为第一和第二电动机/发电机供电，并为其产生电力。 其中第一制动器和第二制动器的操作被解除的HEV模式1或其中操作第二制动器的操作的HEV模式2基于机械最大效率范围，发动机的所需功率， 变速器的变速比和电池的SOC。

公开(公告)号：US20160052505A1

公开(公告)日：2016-02-25

申请号：US14479937

申请日：2014-09-08

Applicant: General Electric Company

Inventor： Zhi Zhou

IPC: B60W20/00 ,  B60W10/08 ,  B60W10/06

CPC classification number: B60W20/10 ,  B60L7/14 ,  B60L11/002 ,  B60L11/14 ,  B60L11/16 ,  B60L11/1803 ,  B60L11/1853 ,  B60L11/1857 ,  B60L11/1861 ,  B60L11/1864 ,  B60L11/1868 ,  B60L15/007 ,  B60L15/2045 ,  B60L2210/12 ,  B60L2210/14 ,  B60L2210/40 ,  B60L2240/421 ,  B60L2240/423 ,  B60L2240/427 ,  B60L2240/527 ,  B60L2240/547 ,  B60L2260/42 ,  B60L2260/54 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/13 ,  B60W20/19 ,  B60W2510/0666 ,  B60W2510/085 ,  B60W2510/244 ,  B60W2710/0677 ,  B60W2710/086 ,  B60W2710/242 ,  Y02T10/645 ,  Y02T10/70 ,  Y02T10/7005 ,  Y02T10/7044 ,  Y02T10/7061 ,  Y02T10/7066 ,  Y02T10/7077 ,  Y02T10/7225 ,  Y02T10/7233 ,  Y02T10/7241 ,  Y02T10/7283 ,  Y10S903/93

Abstract: A vehicle propulsion system includes a plurality of power sources coupled to a final drive of the vehicle propulsion system. A controller is programmed to determine a desired power demand from the power sources and operate a number of the power sources to produce the desired power demand. The controller identifies a least efficient power source of the power sources and controls the least efficient power source to produce power at an optimum operating point of the least efficient power source. The controller also identifies a power output of the least efficient power source corresponding to the optimum operating point, compares the power output of the least efficient power source to the desired power demand, identifies a remaining power demand from the comparison, and controls another power source to produce the remaining power demand.

Abstract translation: 车辆推进系统包括耦合到车辆推进系统的最终驱动器的多个电源。 控制器被编程为确定来自电源的期望功率需求并操作多个电源以产生期望的功率需求。 控制器识别电源的最不有效的电源，并且控制最不有效的电源以在最低效电源的最佳工作点产生电力。 控制器还识别对应于最佳工作点的最低效电源的功率输出，将最低效电源的功率输出与期望功率需求进行比较，从比较中识别剩余电力需求，并控制另一电源 以产生剩余的电力需求。

公开(公告)号：US20160018806A1

公开(公告)日：2016-01-21

申请号：US14746777

申请日：2015-06-22

Applicant: Atigeo Corp.

Inventor： Wolf Kohn ,  Michael Luis Sandoval ,  Vishnu Vettrivel ,  Jonathan Cross ,  Jason Knox ,  David Talby ,  Mike Lazarus

IPC: G05B19/042 ,  G05B19/048

CPC classification number: G05B19/042 ,  B60L11/18 ,  B60W10/06 ,  B60W10/08 ,  B60W2510/0666 ,  B60W2510/086 ,  G05B13/04 ,  G05B13/041 ,  G05B17/02 ,  G05B19/048 ,  G05B2219/2639 ,  G06Q10/06315 ,  G06Q50/06 ,  Y10S903/93

Abstract: Techniques are described for implementing automated control systems that manipulate operations of specified target systems, such as by modifying or otherwise manipulating inputs or other control elements of the target system that affect its operation (e.g., affect output of the target system). An automated control system may in some situations have a distributed architecture with multiple decision modules that each controls a portion of a target system, and may further have one or more components that interacts with one or more users to obtain a description of the target system, including restrictions related to the various elements of the target system, and one or more goals to be achieved during control of the target system. The component(s) then perform various automated actions to generate, test and deploy one or more executable decision modules to use in performing the control of the target system based on the user-specified information.

Abstract translation: 描述了用于实现操纵指定目标系统的操作的自动控制系统的技术，例如通过修改或以其他方式操纵影响其操作的目标系统的输入或其他控制元件（例如，影响目标系统的输出）。 在一些情况下，自动化控制系统可具有分布式架构，其具有多个决策模块，每个决策模块各自控制目标系统的一部分，并且还可以具有与一个或多个用户交互以获得目标系统的描述的一个或多个组件， 包括与目标系统的各种要素相关的限制，以及在目标系统的控制期间要实现的一个或多个目标。 然后，组件执行各种自动化动作以基于用户指定的信息来生成，测试和部署用于执行目标系统的控制的一个或多个可执行决策模块。

公开(公告)号：US09193350B2

公开(公告)日：2015-11-24

申请号：US13439930

申请日：2012-04-05

Applicant: Qing Wang ,  Fazal Urrahman Syed ,  Ming Lang Kuang

Inventor： Qing Wang ,  Fazal Urrahman Syed ,  Ming Lang Kuang

IPC: F02D28/00 ,  B60W20/00 ,  B60K6/52 ,  B60W10/06

CPC classification number: B60W20/10 ,  B60K6/52 ,  B60W10/06 ,  B60W2510/0666 ,  Y02T10/6265

Abstract: A hybrid vehicle and method of control are provided. An engine raw power command is quantized. The quantized power command is set to one of a plurality of quantized power steps. A step size between the quantized power steps varies based on the raw power command. The engine of the hybrid vehicle is operated based on the set quantized power command.

Abstract translation: 提供混合动力车辆和控制方法。 引擎原始命令被量化。 量化功率命令被设置为多个量化功率级中的一个。 量化功率步长之间的步长根据原始功率指令而变化。 基于设定的量化功率命令来操作混合动力车辆的发动机。

公开(公告)号：US20150283993A1

公开(公告)日：2015-10-08

申请号：US14433882

申请日：2013-10-30

Applicant: NISSAN MOTOR CO., LTD.

Inventor： Akira Takano ,  Shintaro Oshio ,  Yoshihisa Kodama ,  Takuro Hirano

IPC: B60W20/00 ,  B60W10/10 ,  B60W10/02 ,  B60W10/06 ,  B60W10/08

CPC classification number: B60W20/10 ,  B60K6/36 ,  B60K6/48 ,  B60K6/543 ,  B60K6/547 ,  B60K2006/4808 ,  B60L7/14 ,  B60L11/14 ,  B60L15/2009 ,  B60L2210/40 ,  B60L2240/12 ,  B60L2240/36 ,  B60L2240/421 ,  B60L2240/423 ,  B60L2240/425 ,  B60L2240/441 ,  B60L2240/443 ,  B60L2240/545 ,  B60L2250/26 ,  B60W10/02 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/107 ,  B60W10/30 ,  B60W20/00 ,  B60W20/19 ,  B60W20/30 ,  B60W20/40 ,  B60W2510/0666 ,  B60W2510/085 ,  B60W2510/1005 ,  B60W2710/0666 ,  B60W2710/0677 ,  B60W2710/083 ,  B60W2710/086 ,  B60W2710/1005 ,  Y02T10/6221 ,  Y02T10/626 ,  Y02T10/6286 ,  Y02T10/645 ,  Y02T10/70 ,  Y02T10/7077 ,  Y02T10/7241 ,  Y02T10/7275 ,  Y10S903/93

Abstract: A hybrid vehicle mode-switching control device for a hybrid vehicle controls that an output of an engine and/or motor in response to a mode-switch request. In a case of a difference between an actual transmission gear ratio and a target transmission gear ratio, a deficit with respect to the requested drive power occurs that causes discomfort to the driver. The drive power surplus or deficit caused by the transmission gear ratio deviation can eliminated by correcting of the motor torque and/or the engine torque by a correction amount necessary to eliminate the surplus or deficit of drive power. In this way, the lack of drive power due to the transmission ratio deviation and the driver's sense of discomfort can be eliminated.

Abstract translation: 用于混合动力车辆的混合车辆模式切换控制装置响应于模式切换请求来控制发动机和/或马达的输出。 在实际变速比与目标传动比之间存在差异的情况下，出现相对于所要求的驱动力的缺陷，导致驾驶者不适。 通过用电动机转矩和/或发动机转矩的校正量来消除驱动功率的过剩或不足所造成的变速器齿轮比偏差引起的驱动力剩余或缺陷。 以这种方式，可以消除由于传动比偏差和驾驶员的不适感引起的驱动力的缺乏。

公开(公告)号：US09114803B2

公开(公告)日：2015-08-25

申请号：US13982643

申请日：2011-02-03

Applicant: Masaaki Tagawa ,  Yoshiki Ito ,  Masakazu Saito ,  Hitoshi Ohkuma ,  Yukihiro Hosoe

Inventor： Masaaki Tagawa ,  Yoshiki Ito ,  Masakazu Saito ,  Hitoshi Ohkuma ,  Yukihiro Hosoe

IPC: B60W20/00 ,  B60W10/06 ,  B60W10/08 ,  B60K6/445 ,  B60W30/188 ,  F16H37/10

CPC classification number: B60W20/11 ,  B60K6/445 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  B60W20/10 ,  B60W30/1882 ,  B60W2510/0638 ,  B60W2510/0666 ,  B60W2600/00 ,  B60W2710/0644 ,  B60W2710/0677 ,  F16H2037/102 ,  Y02T10/6239 ,  Y10S903/93

Abstract: An engine, a first motor generator and a second motor generator are controlled by calculating an engine power target from a driving power target required for a vehicle, and finding a target engine operating point expressed by a set of an engine speed target and an engine torque target on a target operating line determined in response to the engine power target. When the found target engine operating point is different from the previously found one, a change in engine speed target is limited to a predetermined amount of change and the engine torque target of the set is reset versus an engine speed target involving the limited change based on the determined target operating line. Consequently, the engine power target and thus the driving power target are ensured so as to restrain or prevent sudden or frequent changes in engine speed with the efficiency kept high.

Abstract translation: 发动机，第一电动发电机和第二电动发电机通过从车辆所需的驱动力目标计算发动机功率目标，并且找到由发动机转速目标和发动机转矩组合表示的目标发动机工作点来控制 目标在响应于发动机功率目标确定的目标操作线上。 当找到的目标发动机工作点与先前找到的目标发动机工作点不同时，发动机转速目标的变化被限制到预定的变化量，并且该组的发动机转矩目标与基于 确定的目标操作线。 因此，确保发动机功率目标和驱动功率目标，以便以效率保持高的方式来抑制或防止发动机转速的突然或频繁变化。

公开(公告)号：US20150212107A1

公开(公告)日：2015-07-30

申请号：US14368894

申请日：2011-12-28

Applicant: Shinya Sannodo ,  Hirotada Otake

Inventor： Shinya Sannodo ,  Hirotada Otake

IPC: G01P15/00

CPC classification number: G01P15/00 ,  B60T2250/02 ,  B60W40/1005 ,  B60W40/107 ,  B60W2510/0666 ,  B60W2510/085 ,  B60W2520/10 ,  B60W2520/105 ,  B60W2530/10 ,  B60W2530/16

Abstract: A deceleration factor estimation apparatus estimating a deceleration factor of a vehicle includes: a driving force acquisition unit that obtains a driving force of the vehicle; a speed acquisition unit that obtains a speed of the vehicle; an acceleration acquisition unit that obtains an acceleration of the vehicle; and a deceleration factor estimation unit that estimates a plurality of deceleration factors on the basis of a relationship between the obtained driving force, speed, and acceleration, wherein the deceleration factor estimation unit switches the deceleration factor to be estimated on the basis of a travel condition of the vehicle.

Abstract translation: 估计车辆减速系数的减速系数估计装置包括：驱动力获取单元，其获得车辆的驱动力; 速度获取单元，其获得车辆的速度; 加速度获取单元，其获得车辆的加速度; 以及减速度推定单元，其基于所获得的驱动力，速度和加速度之间的关系来估计多个减速系数，其中，所述减速度因子估计单元基于行驶条件切换要估计的减速系数 的车辆。

公开(公告)号：US09043102B2

公开(公告)日：2015-05-26

申请号：US12912047

申请日：2010-10-26

Applicant: Frederic J. Boissinot ,  Yi Zhu ,  Zachary C. Rogalski

Inventor： Frederic J. Boissinot ,  Yi Zhu ,  Zachary C. Rogalski

IPC: G06F19/00 ,  B60W10/188 ,  B60W10/06 ,  B60W10/11 ,  B60W30/18

CPC classification number: B60W10/188 ,  B60W10/06 ,  B60W10/11 ,  B60W30/18136 ,  B60W2510/0666 ,  B60W2510/0676 ,  B60W2510/1005 ,  B60W2510/1085 ,  B60W2510/182 ,  B60W2510/184 ,  B60W2520/105 ,  B60W2710/1005 ,  Y10T477/647 ,  Y10T477/65

Abstract: A method of controlling a vehicle having a transmission system, an engine system, and a braking system includes detecting a braking condition of the braking system. The braking condition is at least one of a brake temperature being above a predetermined brake temperature limit and a braking load being above a predetermined braking load limit. The method also includes detecting a second condition of at least one of the transmission system and the engine system. The method also includes determining whether the second condition satisfies predetermined criteria. Furthermore, the method includes detecting an absolute vehicle acceleration that is below a predetermined acceleration limit. Moreover, the method includes downshifting from a current gear to a lower gear to thereby cause engine braking when the braking condition is satisfied, the second condition satisfies the predetermined criteria, and the absolute vehicle acceleration is below the predetermined acceleration limit.

Abstract translation: 控制具有传动系统，发动机系统和制动系统的车辆的方法包括检测制动系统的制动状态。 制动条件是制动温度高于预定制动温度极限和制动负载高于预定制动负载极限中的至少一个。 该方法还包括检测传动系统和发动机系统中的至少一个的第二状态。 该方法还包括确定第二条件是否满足预定标准。 此外，该方法包括检测低于预定加速度极限的绝对车辆加速度。 此外，该方法包括从当前齿轮降档到低档，从而当制动条件满足时引起发动机制动，第二条件满足预定标准，并且绝对车辆加速度低于预定加速度极限。