CN105799690A - 在混合动力车辆的再生制动过程中的变速器控制方法 - Google Patents
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Abstract
本发明提供了一种在混合动力车辆的再生制动过程中的变速器控制方法,其致力于提供一种在混合动力车辆的再生制动过程中的变速器控制方法,该方法能够在从混合动力车辆的多级自动变速器的当前变速器挡位转变成目标变速器挡位时,通过由用于变速的操作元件扭矩和电机扭矩干预控制来不变地控制变速器输出扭矩(即,再生制动执行量)直到变速器输入速度达到与目标变速器挡位对应的速度来精确地估计再生制动执行量,并且能够精确地估计再生制动执行量并同时确保在变速过程中的制动线性。
Description
技术领域
本公开涉及一种在混合动力车辆的再生制动过程中的变速器控制方法。更具体地,本公开涉及一种在混合动力车辆的再生制动过程中的变速器控制方法,其适合于能够确保在变速过程中的制动线性。
背景技术
作为示例,如图1所示,用于混合动力车辆的动力传输系统配置成包括发动机10和电机12、发动机离合器13、自动变速器14、HSG16(混合启动发电机)、逆变器18和高压电池,其中发动机10和电机12彼此串联设置,发动机离合器13设置在发动机10和电机12之间以传递或断开发动机动力,自动变速器14进行换挡并将电机或电机和发动机动力输出至驱动轮,作为一种连接至发动机的曲轴滑轮的电机的HSG16能够传递动力从而起动发动机和生成电力,逆变器18用于电机控制和动力生成控制,高压电池20以可充电且可放电的方式连接至逆变器以将电力提供至电机12等。
这种用于混合动力车辆的动力传输系统是这样的类型,电机附接至自动变速器侧(被称为TMED(安装有电动设备的变速器)类型),并且提供诸如EV(电动车辆)模式、HEV(混合电动车辆)模式和再生制动(RB)模式的行驶模式,EV模式作为仅使用电机动力的纯电动车辆模式,HEV模式使用电机作为辅助动力并同时使用发动机作为主动力,再生制动模式通过电机中的动力生成来在车辆的制动过程中或在由惯性引起的行驶过程中重获车辆的制动和惯性能量以便对电池充电。
同时,自动变速器是多挡位变速器,并且具有由于在再生制动时对再生制动执行量(再生制动量)的估计不精确而引起的难以调节在变速过程中的制动线性的问题。
如图2所示,如果在行驶过程中驾驶员踩踏制动踏板,则确定总制动量,并且该总制动量基于制动分配控制被分配成再生制动量和摩擦制动的制动量。
同时,为了通过摩擦制动来对总制动量的剩余部分进行制动,需要精确地估计再生制动量,并且如果再生制动量的估计是不精确的,则存在发生制动滑移或过度制动的问题。
对此,以下将参照图3描述传统的在变速过程中估计再生制动量的方法。
传统上,对于在变速过程中的再生制动量的估计,如图3所示,使用的是在变速开始之前和之后预测车轮扭矩(变速器输出扭矩)以线性连接车轮扭矩的方法。
然而,传统的在变速过程中的再生制动量的估计具有的优点在于,该估计可通过简单的线性插值获得而不需要考虑变速器机制,但具有由于在变速之前和之后车轮扭矩(变速器输出扭矩)之间的差异引起的在估计的再生制动量和实际制动执行量之间出现误差的问题。
因此,在变速之前和之后的车轮扭矩差异不很大的变速情况下,误差很小,并且从总制动量的角度而言能够维持不变的制动线性。然而,在根据变速器的齿数比而在变速之前和之后的车轮扭矩差异很大的情况下,存在由于很大的误差而引起的影响制动线性的问题,诸如制动滑移或过度制动。
发明背景部分中公开的信息仅用于加强对本发明的一般背景的理解,而不应当被视为承认或以任何方式暗示该信息形成本领域普通技术人员已知的现有技术。
发明内容
本发明的各个方面致力于提供一种在混合动力车辆的再生制动过程中的变速器控制方法,其能够精确地估计在变速过程中的再生制动量,并且容易确保在再生制动过程中在变速时的制动线性。
在一个方面中,本发明提供一种在混合动力车辆的再生制动过程中的变速器控制方法,该方法可包括变速器控制阶段、扭矩控制阶段、惯性控制阶段、变速完成控制阶段和再生制动量估计阶段,其中所述变速器控制阶段在再生制动过程中,扭矩控制阶段通过联接侧操作元件和释放侧操作元件的扭矩控制和电机扭矩干预控制使变速器输出扭矩(TTM_输出)符合当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j)),在所述惯性控制阶段中通过联接侧操作元件,执行将变速器输入速度(rpm)设置成与目标变速器挡位对应的速度的同步控制,并且同时变速器输出扭矩(TTM_输出)同样符合扭矩控制阶段,所述变速完成控制阶段中断对当前变速器输入扭矩[Tq(输入)]的电机扭矩干预控制,使得变速器输出扭矩(TTM_输出)转变成目标变速器挡位的车轮扭矩[Twhl_dmd(GP=j-1)],并且所述再生制动量估计阶段在扭矩控制阶段、惯性控制阶段和变速完成控制阶段过程中估计再生制动量。
通过用于解决上述问题的装置,本发明提供相同的效果如下。
本发明能够在从混合动力车辆的多挡位自动变速器的当前变速器挡位转变成目标变速器挡位时,通过由用于变速的操作元件扭矩和电机扭矩干预控制来不变地控制变速器输出扭矩(即,再生制动执行量)直到变速器输入速度达到与目标变速器挡位对应的速度,以精确地估计再生制动量,并且能够精确地估计再生制动执行量并同时确保在变速过程中的制动线性。
本发明的方法和装置具有其它特征和优点,这些其它特征和优点将从结合于此的附图和以下具体实施方式中显而易见,或在附图和具体实施方式中详细陈述,附图和具体实施方式共同用于解释本发明的某些原理。
附图说明
图1是显示用于混合动力车辆的动力传输系统的动力传输系统示意图。
图2是显示混合动力车辆的制动力分配过程的示意图。
图3是显示传统的在变速过程中的再生制动量的估计方法的控制图。
图4是用于混合动力车辆的变速和再生制动的控制器的配置图。
图5是显示根据本发明的示例性实施方案的在混合动力车辆的再生制动过程中的变速器控制方法的控制图。
图6是显示根据本发明的示例性实施方案的在混合动力车辆的再生制动过程中的变速器控制方法的流程图。
图7是显示根据本发明的示例性实施方案的在混合动力车辆的变速器控制过程中的再生制动量的估计方法的流程图。
应当了解,所附附图不是必须按比例地显示了本发明的基本原理的说明性的各种优选特征的略微简化的画法。本文所公开的本发明的具体设计特征包括例如具体尺寸、方向、位置和外形将部分地由具体所要应用和使用的环境来确定。
在这些图形中,贯穿附图的多幅图形,附图标记引用本发明的同样的或等同的部分。
具体实施方式
接下来将对本发明的各个实施方案详细地作出引用,实施方案的示例被显示在附图中并描述如下。虽然本发明将结合示例性实施方案来描述,但将可理解,本说明书不旨在将本发明限制于那些示例性实施方案。相反,本发明旨在不但覆盖这些示例性实施方式,而且覆盖可以被包括在由所附权利要求所限定的本发明的精神和范围之内的各种替换、修改、等同和其它实施方式。
下面将参考所附附图对本发明的示例性实施方案进行具体描述。
首先,将参照附图4描述用于混合动力车辆的再生制动控制和变速器控制的控制器配置以帮助理解本发明。
制动控制器:计算总制动量,并且在参考车辆控制器(HCU)的再生制动量(执行量)的同时执行摩擦制动的制动力的分配控制。
车辆控制器(HCU):作为顶层控制器,鉴于再生制动禁止情况等确定再生制动命令,鉴于电机和变速器状态估计再生制动量,将该再生制动量发送至制动控制器,并同时向电机指示再生制动命令。
电机控制器(MCU):根据车辆控制器的再生制动命令执行用于再生制动的电机控制。
变速器控制器(TCU):执行自动变速器(多挡位变速器)的多挡位变速器控制并将当前变速器状态作为用于估计再生制动量的因素发送至车辆控制器。
本发明强调了如下事实:变速器控制被执行以基于上述控制器的操作促进再生制动执行量的估计,从而能够精确地估计再生制动执行量并且确保在变速过程中的制动线性。
此处,将具体描述根据本发明的示例性实施方案的在混合动力车辆的变速过程中的再生制动控制方法。
附图5是示出了根据本发明的示例性实施方案的在混合动力车辆的变速过程中的再生制动控制方法的控制图。
为了帮助理解本发明,在图5中指示的缩写和项目的意义组织如下:
GP:齿轮位置
j:当前变速器挡位
j-1:目标变速器挡位
Twhl_dmd(GP=j):当前变速器挡位的车轮扭矩
Twhl_dmd(GP=j-1):目标变速器挡位的车轮扭矩
TTM_输出:变速器输出扭矩=再生制动扭矩
TA:联接(施加)侧操作元件的扭矩
TR:释放侧操作元件的扭矩
Tmot_(干预之前):所需的电机扭矩(=变速器输入扭矩)
Tmot_(干预之后):用于变速器控制的增加的电机扭矩(=变速器输入扭矩)
Tmot_干预之后_Whl_Conv=Tmot_(干预之后)×变速器输入速度/变速器输出速度
间隙(gap):显示当增加联接侧操作元件的扭矩(TA,负扭矩)范围以防止变速器输入速度在变速过程中的惯性阶段变慢时的变速器输出扭矩。
同时,混合动力车辆的自动变速器装备有若干摩擦元件,诸如离合器和制动器,并且通过液压控制这些元件的操作实现了多挡位变速。
此时,联接侧操作元件和释放侧操作元件是自动变速器的离合器,并且作为用于联接和释放离合器的离合器致动器,使用了液压压力控制电磁阀或电机驱动型致动器。
再生制动量(=再生制动执行量)指的是由变速器输出产生的变速器输出扭矩。在不发生变速的情况下,其可被计算为“变速器输入扭矩×齿数比×效率”,但其可根据在变速过程中的变速器的变速操作元件控制策略而改变。
鉴于再生制动执行量可根据自动变速器的变速操作元件控制策略改变的事实,本发明的特征在于:在从多挡位自动变速器的变速前变速器挡位(当前变速器挡位)转变到变速后变速器挡位(目标变速器挡位)时,通过控制用于变速的操作元件(例如,离合器)扭矩直到变速器输入速度达到与目标变速器挡位对应的速度,变速器输出扭矩(即,再生制动执行量)被不变地控制,从而能够精确地估计再生制动执行量,并且特征在于:能够精确地估计再生制动执行量并且确保在变速过程中的制动线性。
为此,如图6的流程图所示,自动变速器的从当前变速器挡位到目标变速器挡位的变速器控制分开进行为扭矩控制阶段、惯性控制阶段和变速完成控制阶段,并且对于每个阶段进行如图7的流程图的再生制动量估计阶段。
(i)扭矩控制阶段
在上述扭矩控制阶段中,执行了控制,其中到联接侧操作元件的液压压力被施加并且到释放侧操作元件的液压压力释放,并且执行电机扭矩干预控制。
因此,如图5所示,由于释放侧操作元件的扭矩(TR,负扭矩)逐渐增加从而变成零(0)直到惯性控制阶段开始,使得变速器输出扭矩(TTM_输出)(也就是说,再生制动执行量(再生制动扭矩))具有不变线性,并且同时,由于联接侧操作元件的扭矩(TA,负扭矩)与由于释放侧操作元件的扭矩(TR)的增加量成比例地逐渐减小直到惯性控制阶段开始。
同时,当前变速器输入扭矩(Tq(输入))通过电机扭矩干预控制(即,在再生制动过程中人为地增加负电机扭矩值的控制)增加直到惯性控制阶段完成。
也就是说,如图5所示,从扭矩控制阶段,直到惯性控制阶段完成,在电机干预之前的电机请求扭矩(Tmot_(干预之前))中,变速器输入扭矩(Tq(输入))被控制成用于的变速器控制的增加的电机扭矩(Tmot_(干 预之后))。
如上所述,通过执行使由于释放侧操作元件的扭矩(TR,负扭矩)增加且同时使由于联接操作元件的扭矩(TA,负扭矩)减小的控制,和在扭矩控制阶段增加变速器输入扭矩以变成用于变速器控制的增加的电机扭矩(Tmot_(干预之后))的电机扭矩干预控制,在变速过程中的变速器输出扭矩(TTM_输出)(即,再生制动执行量(再生制动扭矩))具有不变的线性,并且具有这种不变线性的变速器输出扭矩(TTM_输出)符合当前变速器挡位(Twhl_dmd(GP=j))的车轮扭矩。
(ii)惯性控制阶段
在上述惯性控制阶段中,执行同步控制使得变速器输入速度(rpm)变成与目标变速器挡位对应的速度,并且同时,变速器输出扭矩(TTM_ 输出)被控制成继续符合当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j)),同时具有在以上扭矩控制阶段中所描述的不变线性。
此时,当变速器输入速度根据目标变速器挡位的速度在变速过程中从惯性控制阶段的开始到结束逐渐增加时,对当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j))进行估计的变速器输出扭矩(TTM_输出)维持不变线性,并且可被控制到略高于扭矩控制阶段的水平。
(iii)变速器完成控制阶段
当上述惯性控制阶段完成时,当前变速器输入扭矩[Tq(输入)]的电机扭矩干预控制被中断。
也就是说,在再生制动过程中人为增加负电机扭矩值的电机扭矩干预控制被中断,使得变速器输入扭矩[Tq(输入)]回到在电机干预之前的电机请求扭矩(Tmot_(干预之前))。
此时,变速器输出扭矩(TTM_输出)被控制成通过电机扭矩干预释放转变到目标变速器挡位的车轮扭矩[Twhl_dmd(GP=j-1)]。以这种方式,通过将变速器输出扭矩控制成具有不变线性以便通过在自动变速器的变速过程中用于变速的操作元件(例如,离合器)扭矩和电机扭矩干预控制来符合当前变速器挡位的车轮扭矩直到变速器输入速度达到与目标变速器挡位对应的速度,能够确保在变速过程中的制动线性,从而能够防止制动性能由于变速之前和之后的车轮扭矩的很大差异而变差的现象(制动滑移或过渡制动等等)。
同时,精确估计在变速过程中的再生制动时的再生制动执行量的阶段按照以上描述进行。
(v)再生制动量估计阶段
再生制动量估计阶段通过扭矩控制阶段、惯性控制阶段和变速完成控制阶段进行。
此时,图5中指示的符号“间隙”显示在扩大联接侧操作元件的扭矩(TA,负扭矩)范围以防止变速器输入速度在变速过程中的惯性阶段变慢的情况下的在当前变速器挡位的车轮扭矩[Twhl_dmd(GP=j)]与目标变速器挡位的车轮扭矩[Twhl_dmd(GP=j-1)]内的变速器输出扭矩(TTM_输出)。
而且,符号“间隙”可通过如下公式1表达。
[公式1]
间隙=(Twhl_dmd(GP=j)-Twhl_dmd(GP=j-1))×增益(阶段,类型)
在以上公式1中,Twhl_dmd(GP=j):当前变速器挡位的车轮扭矩,Twhl_dmd(GP=j-1):目标变速器挡位的车轮扭矩,增益中的阶段表示在变速过程中的扭矩控制阶段、惯性控制阶段和变速完成控制阶段,并且增益中的类型表示变速类型(例如,从当前变速器挡位到目标变速器挡位的变速器的各种变速中的一个,诸如第三速度→第四速度,第五速度→第六速度等)。
因此,当估计上述再生制动量(=再生制动执行量=再生制动扭矩)时,当存在上述“间隙”时,需要包括“间隙”。
因此,在上述在变速过程中的扭矩控制阶段和惯性控制阶段,当不存在“间隙”时,具有不变线性的变速器输出扭矩(TTM_输出)(即,再生制动量(=再生制动执行量=再生制动扭矩))被估计成当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j)),并且当存在“间隙”时,其被估计成通过将“间隙”与当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j))相加获得的值。
而且,在变速完成控制阶段,具有负输出扭矩值的变速器输出扭矩(TTM_输出)(即,再生制动量(=再生制动执行量=再生制动扭矩))通过电机扭矩干预释放被控制成转变成目标变速器挡位的车轮扭矩[Twhl_dmd(GP=j-1)],但当存在“间隙”时,具有负输出扭矩值的变速器输出扭矩可通过如下公式2估计。
[公式2]
再生制动扭矩=变速器输出扭矩(TTM_输出)=min[{Twhl_dmd(GP=j)–间隙},{Tmot_干预之后_whl_conv=Tmot_(干预之后)×变速器输入速度/变速器输出速度}]
在以上公式2中,分别地,Twhl_dmd(GP=j):当前变速器挡位的车轮扭矩,Tmot_(干预之后):用于变速器控制的增加的电机扭矩(=变速器输入扭矩),Tmot_干预之后_Whl_Conv=Tmot_(干预之后)×变速器输入速度/变速器输出速度。
因此,在通过从当前变速器挡位的车轮扭矩[Twhl_dmd(GP=j)]减去“间隙”获得的扭矩值和Tmot_干预之后_Whl_Conv=(Tmot_(干预之后)×变速器输入速度/变速器输出速度)值之间,最小值可被估计成再生制动量(=再生制动执行量=再生制动扭矩)。
本发明的特定示例性实施方案的上述描述是为了说明和描述而给出。它们不旨在穷举或将本发明限制于所描述的精确形式,而且鉴于以上教导,许多修改和变化显然是可能的。选择和描述示例性实施方案以说明本发明的某些原理和它们的实际应用,由此使本领域普通技术人员能作出和利用本发明的各个示例性实施方案及其替代方案或修改。本发明的范围旨在由所附权利要求及其等价技术方案限定。
Claims (7)
1.一种在混合动力车辆的再生制动过程中的变速器控制方法,包括:
在再生制动过程中的变速器控制阶段;
扭矩控制阶段,所述扭矩控制阶段通过联接侧操作元件和释放侧操作元件的扭矩控制和电机扭矩干预控制使变速器输出扭矩(TTM_输出)符合当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j));
惯性控制阶段,其中执行将变速器输入速度(rpm)设置成与目标变速器挡位对应的速度的同步控制,并且同时变速器输出扭矩(TTM_输 出)同样符合扭矩控制阶段;
变速完成控制阶段,所述变速完成控制阶段中断对当前变速器输入扭矩(Tq(输入))的电机扭矩干预控制,使得变速器输出扭矩(TTM_ 输出)转变成目标变速器挡位的车轮扭矩(Twhl_dmd(GP=j-1));以及
再生制动量估计阶段,所述再生制动量估计阶段在扭矩控制阶段、惯性控制阶段和变速完成控制阶段过程中估计再生制动量。
2.根据权利要求1所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中所述扭矩控制阶段包括:
作为负扭矩的由于所述释放侧操作元件的扭矩(TR)逐渐增加变成零直到惯性控制阶段开始的过程;
作为负扭矩的由于所述联接侧操作元件的扭矩(TA)与由于所述释放侧操作元件的扭矩(TR)的增加量成比例地逐渐减小直到惯性控制阶段开始的过程;
当前变速器输入扭矩(Tq(输入))通过所述电机扭矩干预控制增加直到所述惯性控制阶段结束。
3.根据权利要求1所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中在所述再生制动量估计阶段中,
当在所述扭矩控制阶段和所述惯性控制阶段过程中不存在“间隙”时,表示再生制动量的变速器输出扭矩(TTM_输出)被估计成当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j))。
4.根据权利要求1所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中在所述再生制动量估计阶段中,
当在所述扭矩控制阶段和所述惯性控制阶段过程中存在“间隙”时,表示再生制动量的变速器输出扭矩(TTM_输出)被估计成通过将“间隙”与当前变速器挡位的车轮扭矩(Twhl_dmd(GP=j))相加获得的值。
5.根据权利要求1所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中在所述再生制动量估计阶段中,当在变速完成控制阶段过程中存在“间隙”时,表示再生制动量的变速器输出扭矩(TTM_ 输出)通过下述方式确定
再生制动扭矩=变速器输出扭矩(TTM_输出)=min[{Twhl_dmd(GP=j)–间隙},{Tmot_干预之后_whl_conv=Tmot_(干预之后)×变速器输入速度/变速器输出速度}],
在以上公式中,分别地,Twhl_dmd(GP=j):当前变速器挡位的车轮扭矩,Tmot_(干预之后):用于变速器控制的增加的电机扭矩(=变速器输入扭矩),Tmot_干预之后_Whl_Conv=Tmot_(干预之后)×变速器输入速度/变速器输出速度。
6.根据权利要求3至5中的任一项所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中所述间隙通过间隙=(Twhl_dmd(GP=j)-Twhl_dmd(GP=j-1))×增益(阶段,类型)确定,
在以上公式中,Twhl_dmd(GP=j):当前变速器挡位的车轮扭矩,Twhl_dmd(GP=j-1):目标变速挡位的车轮扭矩,增益中的阶段表示扭矩控制阶段、惯性控制阶段和变速完成控制阶段中的一个,并且增益中的类型表示变速类型。
7.根据权利要求1所述的在混合动力车辆的再生制动过程中的变速器控制方法,其中当变速器输入速度根据目标变速器挡位的速度从惯性控制阶段的开始到结束逐渐增加时,所述变速器输出扭矩(TTM_输 出)维持不变线性,并且被控制到与扭矩控制阶段相比略增加的水平。
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Publication number | Priority date | Publication date | Assignee | Title |
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CN109895778A (zh) * | 2017-12-07 | 2019-06-18 | 现代自动车株式会社 | 混合动力车辆和该混合动力车辆的换挡控制方法 |
CN111231688A (zh) * | 2018-11-09 | 2020-06-05 | 现代自动车株式会社 | 车辆及控制车辆的方法 |
Families Citing this family (6)
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KR101713752B1 (ko) * | 2015-10-28 | 2017-03-22 | 현대자동차 주식회사 | 차량의 변속 제어 장치 및 그 방법 |
KR101745259B1 (ko) | 2016-04-15 | 2017-06-08 | 현대자동차주식회사 | 하이브리드 차량의 파워트레인 제어방법 및 그 제어시스템 |
KR102394865B1 (ko) * | 2016-12-13 | 2022-05-04 | 현대자동차주식회사 | 하이브리드 차량의 제어 방법 |
KR102417520B1 (ko) * | 2016-12-13 | 2022-07-05 | 현대자동차주식회사 | 하이브리드 차량의 제어 방법 |
KR101916076B1 (ko) | 2017-01-26 | 2018-11-07 | 현대자동차 주식회사 | 구동 모터를 구비한 차량의 제어 장치 및 방법 |
KR101856415B1 (ko) | 2017-04-12 | 2018-05-10 | 현대자동차주식회사 | 하이브리드 차량용 변속 제어방법 |
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JP4136978B2 (ja) | 2004-03-18 | 2008-08-20 | 富士重工業株式会社 | ハイブリッド車両の動力伝達装置 |
JP2009137461A (ja) * | 2007-12-06 | 2009-06-25 | Hitachi Ltd | 車両制御装置及びそれを備える車両 |
KR101048149B1 (ko) | 2009-11-17 | 2011-07-08 | 기아자동차주식회사 | 하이브리드 차량의 회생제동토크 보상장치 및 방법 |
US9616895B2 (en) * | 2012-05-07 | 2017-04-11 | Ford Global Technologies, Llc | Controlled regenerative braking torque incrementing in hybrid vehicle downshift |
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2014
- 2014-09-24 KR KR1020140127504A patent/KR101558811B1/ko not_active IP Right Cessation
- 2014-12-15 US US14/570,696 patent/US20160082948A1/en not_active Abandoned
- 2014-12-30 CN CN201410840700.1A patent/CN105799690A/zh active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109895778A (zh) * | 2017-12-07 | 2019-06-18 | 现代自动车株式会社 | 混合动力车辆和该混合动力车辆的换挡控制方法 |
CN109895778B (zh) * | 2017-12-07 | 2024-02-02 | 现代自动车株式会社 | 混合动力车辆和该混合动力车辆的换挡控制方法 |
CN111231688A (zh) * | 2018-11-09 | 2020-06-05 | 现代自动车株式会社 | 车辆及控制车辆的方法 |
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KR101558811B1 (ko) | 2015-10-07 |
US20160082948A1 (en) | 2016-03-24 |
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