JP2001268712A - Parallel hybrid vehicle control device - Google Patents
Parallel hybrid vehicle control deviceInfo
- Publication number
- JP2001268712A JP2001268712A JP2000084692A JP2000084692A JP2001268712A JP 2001268712 A JP2001268712 A JP 2001268712A JP 2000084692 A JP2000084692 A JP 2000084692A JP 2000084692 A JP2000084692 A JP 2000084692A JP 2001268712 A JP2001268712 A JP 2001268712A
- Authority
- JP
- Japan
- Prior art keywords
- power
- electric motor
- battery
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 60
- 238000010248 power generation Methods 0.000 claims description 31
- 239000000446 fuel Substances 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 9
- 230000005540 biological transmission Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 101001125854 Homo sapiens Peptidase inhibitor 16 Proteins 0.000 description 1
- 102100029324 Peptidase inhibitor 16 Human genes 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明はパラレル・ハイブリ
ッド車両の制御装置に係わり、特にバッテリの充電状態
が低い場合およびバッテリの入出力可能電力が制限され
る場合でも、電動機による走行を可能とする技術に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a parallel hybrid vehicle, and more particularly to a technique for enabling a motor to run even when the state of charge of a battery is low and the input / output power of the battery is limited. About.
【０００２】[0002]
【従来の技術】従来、バッテリの充電状態や、バッテリ
の出力可能電力に応じて、電動機を駆動して走行を行
い、バッテリの充電状態やバッテリの出力可能電力が低
下した場合は、電動機による走行を制限するとともに、
発電を開始し、バッテリの充電状態やバッテリの出力可
能電力が回復したら、制限を解除するパラレル・ハイブ
リッド車両の制御装置が提案されている。2. Description of the Related Art Conventionally, an electric motor is driven in accordance with the state of charge of a battery or the available output power of a battery, and travel is performed. While limiting
A control device for a parallel hybrid vehicle has been proposed in which, when power generation is started and the state of charge of the battery or the outputable power of the battery is restored, the restriction is released.
【０００３】[0003]
【発明が解決しようとする課題】ところで、かかるパラ
レル・ハイブリッド車両では、例えば連続して電動機を
駆動力源とする走行を行いバッテリの充電状態が低下し
た場合やバッテリの出力可能電力が低下した場合は、電
動機を駆動するための電力が制限され、従って電動機を
駆動力源とする走行が困難となる場合があるという問題
があった。In such a parallel hybrid vehicle, for example, when the vehicle is continuously driven by an electric motor as a driving force source and the state of charge of the battery is reduced, or when the outputable power of the battery is reduced. However, there is a problem that electric power for driving the electric motor is limited, so that it may be difficult to run using the electric motor as a driving force source.
【０００４】本発明は、上記の問題点を解決するため
に、内燃機関と発電用の電動機と走行用の電動機とを備
える車両の制御装置において、特に電動機を駆動に使用
する走行モードの場合に、バッテリの充電状態が低下し
た場合やバッテリの出力可能電力が低下したときでも、
運転者の要求する駆動力を出来る限り実現できるように
したパラレル・ハイブリッド車両の制御装置を提供する
ことを目的とする。SUMMARY OF THE INVENTION The present invention is directed to a vehicle control device having an internal combustion engine, a motor for power generation and a motor for traveling, particularly in a traveling mode in which the motor is used for driving. However, even when the state of charge of the battery or the outputable power of the battery decreases,
It is an object of the present invention to provide a control device for a parallel hybrid vehicle which can realize a driving force required by a driver as much as possible.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載した発明
では、燃料の燃焼によって作動する内燃機関と、前記内
燃機関の出力を伝達・遮断するクラッチと、前記クラッ
チの出力軸に連結される駆動用の第一の電動機と、前記
内燃機関の始動および発電を行う第二の電動機と、前記
第一の電動機および前記第二の電動機に接続されたバッ
テリとを備え、前記内燃機関および前記第一の電動機の
うちの少なくとも一方を駆動力源として走行するパラレ
ル・ハイブリッド車両の制御装置において、前記第一の
電動機または前記内燃機関および前記第一の電動機の両
方を駆動力源として使用する走行時に、前記バッテリの
出力可能電力が前記第一の電動機を駆動するために必要
な電力以下の場合、前記第一の電動機を駆動するための
発電電力を演算し、前記発電電力を前記第二の電動機に
より発電し、該発電電力と前記バッテリの出力可能電力
との合計電力から前記第一の電動機を駆動するために必
要な電力を配分する。According to the first aspect of the present invention, an internal combustion engine that operates by burning fuel, a clutch that transmits and disconnects the output of the internal combustion engine, and an output shaft of the clutch are connected. A first electric motor for driving, a second electric motor for starting and generating electric power of the internal combustion engine, and a battery connected to the first electric motor and the second electric motor, wherein the internal combustion engine and the second electric motor In a control device for a parallel hybrid vehicle that travels using at least one of the one electric motor as a driving force source, when traveling using both the first electric motor or the internal combustion engine and the first electric motor as a driving force source, When the outputable power of the battery is equal to or less than the power required to drive the first motor, the power generation for driving the first motor is calculated. The generated power is generated by the second electric motor, to distribute the power required to drive the first motor from the total power of the output power of the with the generated power battery.
【０００６】請求項２に記載した発明では、請求項１に
記載のパラレル・ハイブリッド車両の制御装置におい
て、前記クラッチを開放し、前記第一の電動機を駆動力
源として走行するモードの場合、前記バッテリの入力可
能電力と前記第一の電動機を駆動するために必要な電力
とから大きい方を選択し発電電力とする。According to a second aspect of the present invention, in the control device for a parallel hybrid vehicle according to the first aspect, in the case of a mode in which the clutch is released and the vehicle travels using the first electric motor as a driving force source, The larger of the inputtable power of the battery and the power required to drive the first electric motor is selected as the generated power.
【０００７】請求項３に記載した発明では、請求項１に
記載のパラレル・ハイブリッド車両の制御装置におい
て、前記クラッチをスリップ係合するとともに、前記内
燃機関および前記第一の電動機の両方を駆動力源として
走行するモードの場合、所定の発電量と前記バッテリの
入力可能電力とから小さい方を選択し発電電力とする。According to a third aspect of the present invention, in the control device for a parallel hybrid vehicle according to the first aspect, the clutch is slip-engaged, and both the internal combustion engine and the first electric motor are driven by a driving force. In the case of a mode in which the vehicle runs as a power source, a smaller one is selected from a predetermined power generation amount and the inputtable power of the battery, and is set as the generated power.
【０００８】[0008]
【発明の実施の形態】以下、本発明の実施例を図面に基
づき詳細に説明する。図１は、本発明の一実施形態が適
用されるパラレル・ハイブリッド車両の構成を示す図で
ある。図１において、内燃機関１の主軸には駆動用の第
一の電動機３が直結されており、内燃機関１および／ま
たは第一の電動機３の駆動力は自動変速機４を介して車
両の車軸に伝達される。また、電磁クラッチ２により内
燃機関１と第一の電動機３間の動力伝達を接続、遮断す
ることによって車両の駆動力源を切りかえる。自動変速
機４の変速比を変える油圧ポンプ５は、第三の電動機６
で駆動される。また、内燃機関１のクランク軸には発電
および始動補助用の第二の電動機９がベルトを介して連
結されている。電動機３，電動機６及び電動機９は、イ
ンバータ７を経てバッテリ８に接続されている。バッテ
リ８は、内燃機関１によって駆動される第二の電動機９
が発生する電力を充電するとともに、インバータ７を介
して第一の電動機３に電力を供給するための充電および
放電の繰り返しにより長期間にわたる使用を可能にした
二次電池である。Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a diagram showing a configuration of a parallel hybrid vehicle to which one embodiment of the present invention is applied. In FIG. 1, a first electric motor 3 for driving is directly connected to a main shaft of the internal combustion engine 1, and a driving force of the internal combustion engine 1 and / or the first electric motor 3 is transmitted through an automatic transmission 4 to an axle of a vehicle. Is transmitted to Further, the power transmission between the internal combustion engine 1 and the first electric motor 3 is connected and disconnected by the electromagnetic clutch 2 to switch the driving force source of the vehicle. The hydraulic pump 5 that changes the transmission ratio of the automatic transmission 4 is provided with a third electric motor 6.
Driven by A second electric motor 9 for power generation and starting assistance is connected to the crankshaft of the internal combustion engine 1 via a belt. The electric motors 3, 6 and 9 are connected to a battery 8 via an inverter 7. The battery 8 includes a second electric motor 9 driven by the internal combustion engine 1.
Is a secondary battery that can be used for a long time by repeating charging and discharging for supplying electric power to the first electric motor 3 via the inverter 7 while charging the electric power generated by the electric motor.
【０００９】内燃機関１は、内燃機関制御ユニット（Ｅ
ＣＭ）１０で制御される。また、クラッチ２はクラッチ
制御ユニット（ＣＬＵ／ＣＵ）１１で、インバータ７は
電動機制御ユニット（Ｍ／Ｃ）１２で制御される。さら
に、バッテリ８はバッテリコントロールユニット（Ｂ／
Ｃ）１３で制御され、自動変速機４はＣＶＴ制御ユニッ
ト（ＣＶＴ／ＣＵ）１４で制御される。１５は各制御ユ
ニットを統合制御する統合制御ユニットである。The internal combustion engine 1 includes an internal combustion engine control unit (E
CM) 10. The clutch 2 is controlled by a clutch control unit (CLU / CU) 11, and the inverter 7 is controlled by a motor control unit (M / C) 12. Further, the battery 8 is connected to a battery control unit (B / B).
C) 13, and the automatic transmission 4 is controlled by a CVT control unit (CVT / CU) 14. Reference numeral 15 denotes an integrated control unit that performs integrated control of each control unit.
【００１０】バッテリコントロールユニット（Ｂ／Ｃ）
１３は、バッテリ８の充電量を検出する充電量検出手段
を有し、電動機制御ユニット（Ｍ／Ｃ）１２は、電動機
３の出力トルクおよび電動機９の発電量を制御する手段
を有し、統合制御ユニット１５は、車速を検出する車速
検出手段と、アクセル操作量を検出するアクセル検出手
段を有し、車速検出手段により検出される車速と、アク
セル検出手段により検出されるアクセル開度とから、駆
動に必要な電力を演算する手段と、発電量を演算する発
電量演算手段と、電力配分を行う電力配分手段とを有す
る。充電量検出手段，電動機の発電量を制御する手段，
走行用電動機の出力トルクを制御する手段，車速検出手
段、アクセル検出手段，駆動に必要な電力を演算する手
段、発電量演算手段および、電力配分手段は、マイクロ
コンピュータのメモリに保持されＣＰＵで実行されるプ
ログラムと、メモリに保持されプログラムの実行に必要
なデータ等により構成される。Battery control unit (B / C)
Reference numeral 13 denotes a charge amount detection unit for detecting a charge amount of the battery 8, and a motor control unit (M / C) 12 includes a unit for controlling an output torque of the motor 3 and a power generation amount of the motor 9. The control unit 15 has a vehicle speed detecting unit that detects a vehicle speed, and an accelerator detecting unit that detects an accelerator operation amount.From the vehicle speed detected by the vehicle speed detecting unit and the accelerator opening detected by the accelerator detecting unit, It has a means for calculating the power required for driving, a power generation amount calculation means for calculating the power generation amount, and a power distribution means for performing power distribution. Means for detecting the amount of charge, means for controlling the amount of power generated by the motor,
The means for controlling the output torque of the traveling motor, the vehicle speed detecting means, the accelerator detecting means, the means for calculating the electric power required for driving, the power generation amount calculating means, and the power distribution means are stored in the memory of the microcomputer and executed by the CPU. And a program stored in a memory and necessary for executing the program.
【００１１】内燃機関１の状態はマイコン等で構成され
る統合制御ユニット１５により監視され、吸気温度や内
燃機関回転数，内燃機関出力値などが統合制御ユニット
１５へ入力される。また、車速やアクセル開度，シフト
ポジション信号も総合制御ユニット１５へ入力され車両
の走行モードを決定する。電動機３および電動機９は、
総合制御ユニット１５からの指令に基づきインバータ７
を動作させて回転磁界を形成し、モータあるいはジェネ
レータとして機能させる。具体的には、内燃機関始動時
や加速時には総合制御ユニット１５からのアクセル開度
信号に基づいて電動機３および電動機９を機能させ、制
動時にはジェネレータとして機能させてバッテリ８に回
生電力を供給し蓄電する。なお、バッテリ８に蓄積され
た電気エネルギは、電動機３および電動機９用の電力を
供給するほか、ＤＣ−ＤＣコンバータなどを介してエア
コンなどの補機類の電力にも用いられる。The state of the internal combustion engine 1 is monitored by an integrated control unit 15 composed of a microcomputer or the like, and the intake temperature, the internal combustion engine speed, the output value of the internal combustion engine, etc. are input to the integrated control unit 15. Further, the vehicle speed, the accelerator opening, and the shift position signal are also input to the general control unit 15 to determine the traveling mode of the vehicle. The electric motor 3 and the electric motor 9
Inverter 7 based on a command from integrated control unit 15
Is operated to form a rotating magnetic field and function as a motor or a generator. Specifically, the electric motor 3 and the electric motor 9 are operated based on the accelerator opening signal from the general control unit 15 at the time of starting or accelerating the internal combustion engine, and at the time of braking, the electric motor 3 and the electric motor 9 are operated as generators to supply regenerative electric power to the battery 8 to store electricity I do. The electric energy stored in the battery 8 supplies electric power for the electric motor 3 and the electric motor 9, and is also used for electric power of accessories such as an air conditioner via a DC-DC converter or the like.
【００１２】図２は、シフトポジションに従って車両の
動作モードを切り替えるための、運転モード判定フロー
チャート（１００）である。シフトポジションに応じ
て、４つの運転モードのうち１つを選択し、選択したモ
ードに従い車両の駆動力を制御する。図３（１０８）お
よび図４（１１０）に示すように、運転モード１と運転
モード４は、車両を停止するモードである。FIG. 2 is a driving mode determination flowchart (100) for switching the operation mode of the vehicle according to the shift position. One of the four driving modes is selected according to the shift position, and the driving force of the vehicle is controlled according to the selected mode. As shown in FIG. 3 (108) and FIG. 4 (110), driving mode 1 and driving mode 4 are modes for stopping the vehicle.
【００１３】図５は、図２に示す運転モード判定フロー
チャート（１００）において、シフトポジションＲレン
ジを判定し、運転モード２（１０４）を選択した場合の
処理を示すフローチャート（１１２）である。運転モー
ド２は、後退走行を行うモードであり、図１に示すよう
に本実施例における車両は、後退ギアを設けておらず、
後退はクラッチ２を開放し、電動機３を駆動力源として
使用する。FIG. 5 is a flowchart (112) showing processing when the shift position R range is determined in the operation mode determination flowchart (100) shown in FIG. 2 and the operation mode 2 (104) is selected. The driving mode 2 is a mode in which the vehicle travels backward, and as shown in FIG. 1, the vehicle in the present embodiment does not have a reverse gear,
In reverse, the clutch 2 is released and the electric motor 3 is used as a driving force source.
【００１４】運転モード２では、バッテリ８の充電状態
（ＳＯＣ）が、所定値α以上の場合、バッテリ８の電力
を使用し、運転者の要求に応じて電動機１により後退走
行を行う。前記αは、ＳＯＣとバッテリ８の出力可能電
力との関係から、バッテリ８の出力可能電力が制限され
ず取り出せるＳＯＣの下限値に設定するのが望ましい。
ＳＯＣが所定値α未満（１１３）の場合、運転者の要求
より求めた電動機１を駆動するための要求出力（Ｐｄ）
とバッテリ８の出力可能電力（Ｐｏ）を比較し、運転者
の要求に応じた電動機１の駆動がバッテリ８からの電力
で実現できる場合、すなわち、Ｐｄ≦Ｐｏの場合は、発
電を行わず、すなわち、バッテリ８の電力から電動機１
を使用するための電力配分（１１６）を行い、運転者の
要求に応じて電動機１により後退走行を行う。In the operation mode 2, when the state of charge (SOC) of the battery 8 is equal to or more than the predetermined value α, the electric power of the battery 8 is used, and the electric motor 1 performs the backward traveling according to the driver's request. Α is preferably set to the lower limit of the SOC that can be taken out without limiting the outputable power of the battery 8 from the relationship between the SOC and the outputable power of the battery 8.
When the SOC is less than the predetermined value α (113), the required output (Pd) for driving the electric motor 1 obtained from the driver's request
And the possible output power (Po) of the battery 8 is compared. When the driving of the electric motor 1 according to the driver's request can be realized by the power from the battery 8, that is, when Pd ≦ Po, the power generation is not performed. That is, the electric motor 1 is
Is performed (116) to use the vehicle, and the vehicle 1 performs reverse traveling by the electric motor 1 according to the driver's request.
【００１５】運転者の要求に応じた電動機１の駆動がバ
ッテリ８からの電力で実現できない場合、すなわち、Ｐ
ｄ＞Ｐｏの場合は、図６に示す、発電制御サブルーチン
へ制御を移して(１１８）、不足分の電力を発電するた
めの発電量を演算し(１１９）、内燃機関１出力トルク
を制御する（１２０）とともに、内燃機関１出力トルク
を用いて電動機９により発電を実施する（１２１）。When the driving of the electric motor 1 in response to the driver's request cannot be realized by the electric power from the battery 8, ie, P
If d> Po, control is transferred to the power generation control subroutine shown in FIG. 6 (118), the amount of power generation for generating the insufficient power is calculated (119), and the output torque of the internal combustion engine 1 is controlled. Along with (120), electric power is generated by the electric motor 9 using the output torque of the internal combustion engine 1 (121).
【００１６】図７に、本実施例における要求出力（１２
９）の演算手段を示す。アクセル開度（１２２）と車速
（１２５）から要求出力マップを参照し、アクセル開度
（１２２）と車速（１２５）に応じた要求出力トルク
（１２３）を求める。次に、要求出力トルク（１２３）
と車速（１２５）、変換定数（１２８）とから要求出力
（Ｐｄ）（１２９）を演算する。同時に、運転モード２
であるので、要求出力トルク（１２３）と、変速比（１
２６）、変換定数（１２７）とから、要求トルク（Ｔ
ｄ）（１３６）を演算する。FIG. 7 shows the required output (12
9) shows calculation means. The required output torque (123) corresponding to the accelerator opening (122) and the vehicle speed (125) is obtained from the accelerator opening (122) and the vehicle speed (125) with reference to the required output map. Next, the required output torque (123)
The required output (Pd) (129) is calculated from the vehicle speed (125) and the conversion constant (128). At the same time, operation mode 2
Therefore, the required output torque (123) and the gear ratio (1
26) and the conversion constant (127), the required torque (T
d) Calculate (136).
【００１７】図８に、本実施例における発電量演算手段
を示す。運転モード２の発電量（Ｐｇ）（１４４）は、
要求出力（Ｐｄ）（１３７）に従って電動機１を駆動す
るために必要な電力の不足分電力である、要求出力（Ｐ
ｄ）（１３７）と、バッテリ８の出力可能電力（Ｐｏ）
（１３８）との差分Ｐｄ−Ｐｏと、バッテリ８の入力可
能電力（Ｐｉ）（１３９）との大きいほうを選択する
（１４２）。Ｐｄ−Ｐｏと、バッテリ８の入力可能電力
（Ｐｉ）（１３９）との大きいほうを選択し発電量とす
ることにより、不足分電力がＰｉ（１３９）未満の場合
は、発電量Ｐｉ（１３９）で発電を行い、バッテリ８も
充電する。一方、不足分電力がＰｉ（１３９）以上の場
合は、不足分電力に応じた発電を行い、発電した電力は
全て電動機１を駆動する電力として配分するため、バッ
テリの充電状態は変化しない。図９に示すように、バッ
テリ８の入力可能電力（Ｐｉ）（１４８）およびバッテ
リ８の出力可能電力（Ｐｏ）（１４９）は、ＳＯＣ（１
４５）やバッテリ温度（１４６）等から、所定のバッテ
リ入出力可能電力演算手段（１４７）により演算され
る。FIG. 8 shows the power generation amount calculating means in this embodiment. The power generation amount (Pg) (144) in the operation mode 2 is
The required output (Pd), which is the shortage of power required to drive the electric motor 1 according to the required output (Pd) (137)
d) (137) and outputable power (Po) of the battery 8
The larger of the difference Pd-Po from (138) and the inputtable power (Pi) (139) of the battery 8 is selected (142). By selecting the larger of Pd-Po and the inputtable power (Pi) (139) of the battery 8 and generating the generated power, if the shortage power is less than Pi (139), the generated power Pi (139) , And the battery 8 is also charged. On the other hand, when the shortage power is equal to or more than Pi (139), power generation according to the shortage power is performed, and all the generated power is distributed as power for driving the electric motor 1, so that the charge state of the battery does not change. As shown in FIG. 9, the available input power (Pi) (148) of the battery 8 and the available output power (Po) (149) of the battery 8 are equal to SOC (1).
45) and the battery temperature (146) are calculated by a predetermined battery input / output available power calculation means (147).
【００１８】図１０に、本実施例における内燃機関１出
力トルク制御手段を示す。前記発電量（Ｐｇ）（１５
０）に応じて、内燃機関１出力トルクおよび内燃機関１
回転数を求め、内燃機関１の運転点を決定する。ＥＣＭ
１０により内燃機関１の出力トルクを制御する（１５
６）とともに、前記内燃機関１回転数となるよう、電動
機９により回転数を制御（１５７）して、電動機９によ
り前記発電量（Ｐｇ）の発電を行う。電動機９の発電電
力（Ｐｂ）は、図１１に示すように、電動機９のトルク
推定値（１５８）と、電動機９の回転数（１５９）とか
ら、所定の電動機発電電力演算手段（１６０）により演
算する。FIG. 10 shows the internal combustion engine 1 output torque control means in this embodiment. The power generation (Pg) (15
0), the internal combustion engine 1 output torque and the internal combustion engine 1
The engine speed is determined, and the operating point of the internal combustion engine 1 is determined. ECM
10 to control the output torque of the internal combustion engine 1 (15
At the same time as 6), the number of revolutions is controlled by the electric motor 9 so that the number of revolutions of the internal combustion engine becomes one (157), and the electric power is generated by the electric motor 9 with the above-mentioned power generation amount (Pg). As shown in FIG. 11, the generated electric power (Pb) of the electric motor 9 is calculated by a predetermined electric motor generated electric power calculation means (160) from the estimated torque value (158) of the electric motor 9 and the rotation speed (159) of the electric motor 9. Calculate.
【００１９】図１２に、本実施例における電力配分手段
を示す。前記電動機９の発電電力（Ｐｂ）（１６２）
と、バッテリ８の出力可能電力（Ｐｏ）（１６３）とを
合計し電動機３の駆動可能電力（１６４）とする。図１
３に示すように、電動機３制御手段では、前記電動機３
の駆動可能電力（１６７）と、電動機３の回転数（１６
９）とより、電動機３駆動マップ（１７０）を参照し、
電動機３の駆動可能トルク（１７１）を求め、前記電動
機３の駆動可能トルク（１７１）と、前記電動機３の駆
動トルク（Ｔａ）（１６７）の小さいほうを選択し、電
動機３のトルク指令値（１７３）とする。前記電動機３
のトルク指令値（１７３）に従い、電動機３の駆動トル
クを制御することで、バッテリ８の出力可能電力（Ｐ
ｏ）と、電動機９により発電した電力（Ｐｂ）との合計
電力で電動機３を駆動でき、バッテリ８の充電状態が低
くバッテリ８の出力可能電力が低下した場合でも、運転
者の要求に応じた、電動機３による駆動が可能となる。FIG. 12 shows power distribution means in this embodiment. Power generated by the motor 9 (Pb) (162)
And the possible output power (Po) (163) of the battery 8 are summed up to obtain the drivable power (164) of the electric motor 3. FIG.
As shown in FIG. 3, in the motor 3 control means, the motor 3
And the number of rotations of the electric motor 3 (16
9) and referring to the electric motor 3 drive map (170),
The drivable torque (171) of the electric motor 3 is obtained, and the smaller of the drivable torque (171) of the electric motor 3 and the drive torque (Ta) (167) of the electric motor 3 is selected, and the torque command value of the electric motor 3 ( 173). The electric motor 3
By controlling the driving torque of the electric motor 3 in accordance with the torque command value (173) of the
o) and the electric power (Pb) generated by the electric motor 9, the electric motor 3 can be driven, and even if the state of charge of the battery 8 is low and the outputable electric power of the battery 8 is reduced, the electric motor 3 can be driven according to the driver's request. , Driving by the electric motor 3 becomes possible.
【００２０】図１４は、図２に示す運転モード判定フロ
ーチャート（１００）において、シフトポジションＤレ
ンジを判定（１０５）し、運転モード３を選択（１０
６）した場合の処理を示すフローチャート（１７４）で
ある。運転モード３は、前進走行を行うモードであり、
基本的に車速により駆動力源を、内燃機関１と電動機３
の間で切り替える。車速Ｖが、所定値Ｖ1 以上の場合、
クラッチ２を締結し、要求出力に応じて内燃機関１の出
力トルクを制御し、内燃機関１を駆動力源として走行す
る。車速Ｖが、所定値Ｖ1 未満の場合、ＳＯＣが所定値
α以上でかつ要求出力（Ｐｄ）が、バッテリ８の出力可
能電力（Ｐｏ）で実現できるとき、すなわちＰｄ≦Ｐｏ
のときは、クラッチ２を開放し、内燃機関１の負荷を切
り離し電動機３を駆動力源として走行する。FIG. 14 shows the operation mode determination flowchart (100) shown in FIG. 2 in which the shift position D range is determined (105) and the operation mode 3 is selected (10).
It is a flowchart (174) which shows the process at the time of 6). The driving mode 3 is a mode in which the vehicle travels forward,
Basically, the driving force source is determined by the vehicle speed, the internal combustion engine 1 and the electric motor 3
Switch between. Vehicle speed V is the predetermined value V 1 above cases,
The clutch 2 is engaged, the output torque of the internal combustion engine 1 is controlled according to the required output, and the vehicle runs using the internal combustion engine 1 as a driving force source. When the vehicle speed V is less than the predetermined value V 1 , when the SOC is equal to or more than the predetermined value α and the required output (Pd) can be realized by the available output power (Po) of the battery 8, that is, Pd ≦ Po
In this case, the clutch 2 is released, the load on the internal combustion engine 1 is disconnected, and the vehicle travels using the electric motor 3 as a driving force source.
【００２１】要求出力（Ｐｄ）がバッテリの出力可能電
力（Ｐｏ）で実現できないとき、すなわちＰｄ＞Ｐｏの
ときは、クラッチ２をスリップ係合しながら内燃機関１
出力トルクを駆動軸に伝達しつつ走行する構成が考えら
れるが、図１に示す本実施例の車両のように、トルクコ
ンバータ等の動力増幅機構を備えない車両では、内燃機
関１の出力トルクのみで車両の駆動を実現しなければな
らず、例えば坂道での発進などのように大きな駆動力を
要求される場合に駆動力不足となり、十分な登坂性能が
達成できない場合がある。そこで、内燃機関１の出力ト
ルクに加えて電動機３によりトルクを発生しアシストを
おこなうことで、駆動力不足を補う方法がある。しかし
ながら、バッテリ８の充電量が低い場合や、バッテリ８
の出力可能電力が低い場合には、電動機３をほとんど駆
動することができないという問題がある。When the required output (Pd) cannot be realized by the available output power (Po) of the battery, that is, when Pd> Po, the internal combustion engine 1 is slipped while the clutch 2 is engaged.
Although a configuration in which the vehicle travels while transmitting the output torque to the drive shaft is conceivable, in a vehicle without a power amplifying mechanism such as a torque converter like the vehicle of the present embodiment shown in FIG. In such a case, when a large driving force is required, for example, when the vehicle starts on a sloping road, the driving force becomes insufficient, and sufficient uphill performance may not be achieved. Therefore, there is a method of compensating for the shortage of the driving force by generating a torque by the electric motor 3 in addition to the output torque of the internal combustion engine 1 and performing assist. However, when the charge amount of the battery 8 is low,
However, when the output power of the motor 3 is low, there is a problem that the electric motor 3 can hardly be driven.
【００２２】本実施例では、内燃機関１の出力トルクの
一部を用いて電動機９により発電を行い、発電した電力
とバッテリ８からの出力可能電力の合計電力を、電動機
３を駆動するために配分し、バッテリ８の充電量が低い
場合や、バッテリ８の出力可能電力が低い場合でも、電
動機３を要求に応じて駆動できるようにし、前述の問題
を解決できることを示す。図１５に、車速Ｖが、所定値
Ｖ1 未満かつ、ＳＯＣが所定値α未満かつ要求出力（Ｐ
ｄ）が、バッテリ８の出力可能電力（Ｐｏ）で実現でき
ないとき、すなわちＰｄ＞Ｐｏのときの制御を行う駆動
制御サブルーチン（１８４）を示す。In this embodiment, the electric power is generated by the electric motor 9 using a part of the output torque of the internal combustion engine 1, and the total electric power of the generated electric power and the outputable electric power from the battery 8 is used to drive the electric motor 3. Even if the amount of charge of the battery 8 is low or the available output power of the battery 8 is low, the electric motor 3 can be driven as required, and the above problem can be solved. 15, the vehicle speed V is less than the predetermined value V 1 and less than the SOC is a predetermined value α and the required output (P
A drive control subroutine (184) for performing control when d) cannot be realized with the available output power (Po) of the battery 8, that is, when Pd> Po, is shown.
【００２３】図８に示した発電量演算手段の、モード３
の場合の処理、すなわち、バッテリ８の入力可能電力
（Ｐｉ）（１３９）と所定の発電量（Ｐｋ）（１４０）
との小さいほうを発電量（Ｐｇ）（１４４）として選択
（１４３）する。Mode 3 of the power generation amount calculating means shown in FIG.
, Ie, the inputtable power (Pi) (139) of the battery 8 and the predetermined power generation (Pk) (140)
Is selected as the power generation amount (Pg) (144) (143).
【００２４】図１５に示す、内燃機関１制御（１８６）
では、図７において演算するモード３のときの、要求ト
ルク（Ｔｄ）(１３６）、すなわち要求出力トルク(１２
３）に発電量（Ｐｇ）を実現する内燃機関トルク分を加
えた内燃機関１出力トルク（１３０）をＥＣＭ１０に指
令し、内燃機関１を制御するとともに、電動機９により
発電量（Ｐｇ）分だけ発電を行う。このとき、クラッチ
２は、スリップ係合しながら、内燃機関１の発生トルク
のうち発電分のトルクを減じた分を車輪に伝達する。図
１２に示す、電力配分手段で、電動機９の発電電力（Ｐ
ｂ)(１６２）と、バッテリ８の出力可能電力（Ｐｏ）
（１６３）との合計電力から、電動機３の駆動可能電力
（Ｐａ）（１６４）を演算する。図７に示すように、要
求出力トルク（１２３）からクラッチをスリップしてい
るときのクラッチ伝達トルク（１３４）を減じたものを
電動機３の駆動トルク（Ｔａ）（１３５）とし、図１３
に示すように、前記電動機３の駆動トルク（Ｔａ）（１
６７）と、前記電動機３の駆動可能電力（Ｐａ）（１６
８）と、前記電動機３の回転数（１６９）とから電動機
３のトルク指令値（１７３）を演算し、電動機３を駆動
する。これにより、モード３では、要求出力（Ｐｄ）が
バッテリの出力可能電力（Ｐｏ）で実現できないとき、
すなわちＰｄ＞Ｐｏのときは、内燃機関１の一部のトル
クを用いて電動機９により発電を行い、発電分電力と、
バッテリ８の出力可能電力との合計電力で、電動機３を
駆動するとともに、クラッチをスリップ係合し、発電に
用いられない内燃機関１のトルクを車輪に伝達し、電動
機３と内燃機関１を駆動力源としながら走行する。The internal combustion engine 1 control (186) shown in FIG.
In FIG. 7, the required torque (Td) (136), that is, the required output torque (12) in the mode 3 calculated in FIG.
The output torque (130) of the internal combustion engine 1 obtained by adding the internal combustion engine torque for realizing the power generation amount (Pg) to the ECM 10 is commanded to the ECM 10 to control the internal combustion engine 1, and the electric motor 9 controls only the power generation amount (Pg). Generate electricity. At this time, the clutch 2 transmits, to the wheels, an amount of torque generated by the internal combustion engine 1 that is reduced by the generated torque, while slipping. The power distribution means shown in FIG.
b) (162) and possible output power of battery 8 (Po)
The drivable power (Pa) (164) of the electric motor 3 is calculated from the total power of (163). As shown in FIG. 7, a value obtained by subtracting the clutch transmission torque (134) when the clutch is slipping from the required output torque (123) is referred to as a drive torque (Ta) (135) of the electric motor 3, and FIG.
As shown in FIG. 5, the driving torque (Ta) (1)
67) and the drivable power (Pa) of the electric motor 3 (16)
8) and the torque command value (173) of the electric motor 3 is calculated from the rotation speed (169) of the electric motor 3, and the electric motor 3 is driven. Thereby, in the mode 3, when the required output (Pd) cannot be realized by the available output power (Po) of the battery,
That is, when Pd> Po, the electric power is generated by the electric motor 9 using a part of the torque of the internal combustion engine 1,
The electric motor 3 is driven by the total electric power that can be output from the battery 8, the clutch 3 is slip-engaged, the torque of the internal combustion engine 1 not used for power generation is transmitted to the wheels, and the electric motor 3 and the internal combustion engine 1 are driven. Run while using as a power source.
【００２５】なお、本発明は図１のパラレル・ハイブリ
ッド方式に限定されず、内燃機関，クラッチ、および２
つの電動機を備え一方の電動機で、内燃機関の発生する
トルクにより発電を行い、他方の電動機で走行を行うこ
とが可能であるような、内燃機関と２つの電動機を備え
ている種々のタイプのハイブリッド車両に適用され得
る。また、本発明は少なくとも電動機を駆動力源とする
走行時の制御に関するものであるが、出力要求度やバッ
テリの充電状態ＳＯＣなどの運転状態により、内燃機関
のみを駆動力源として走行する走行モードなど他の走行
モードを実施するようになっていても良い。The present invention is not limited to the parallel hybrid system shown in FIG.
Various types of hybrids having an internal combustion engine and two electric motors so that one electric motor can generate electric power by using the torque generated by the internal combustion engine with one electric motor and run with the other electric motor It can be applied to vehicles. Further, the present invention relates to control at the time of traveling using at least an electric motor as a driving force source. However, a traveling mode in which only an internal combustion engine is used as a driving force source depending on an operation state such as an output request degree and a state of charge of a battery SOC. For example, other driving modes may be implemented.
【００２６】[0026]
【発明の効果】本発明によれば、バッテリの充電量が低
い場合あるいは、バッテリの入出力可能電力が低い場合
において、車両が電動機を使用する走行モードのとき、
車速やアクセル開度等から演算して求めた電動機を駆動
するために必要な電力が、バッテリからの出力可能電力
で達成できないと判断した場合、内燃機関出力トルクを
制御することにより電動機を駆動するための電力を発電
用の電動機で発電する。発電した電力とバッテリからの
出力可能電力の合計電力から、走行用の電動機を駆動す
るための電力を配分する。バッテリへの入力可能電力が
小さい場合でも、発電した電力は、電動機で走行するた
めに使用され、バッテリへ入力可能電力以上の電力が蓄
電されることのないように制御を行う。このため、バッ
テリからの出力可能電力が低い場合や、バッテリへの入
力可能電力が小さい場合でも、運転者の要求する駆動力
を概ね実現可能となる。According to the present invention, when the charge amount of the battery is low or when the input / output power of the battery is low, when the vehicle is in the running mode using the electric motor,
If it is determined that the electric power required to drive the electric motor calculated from the vehicle speed, the accelerator opening, and the like cannot be achieved with the outputable electric power from the battery, the electric motor is driven by controlling the internal combustion engine output torque. Is generated by a motor for power generation. From the total power of the generated power and the power that can be output from the battery, power for driving the electric motor for traveling is allocated. Even when the power that can be input to the battery is small, the generated power is used for traveling by the electric motor, and control is performed so that power that is higher than the power that can be input to the battery is not stored. For this reason, even when the available output power from the battery is low or the available input power to the battery is small, the driving force required by the driver can be generally realized.
【図１】本発明の一実施形態をなす、車両システムの構
成図を示す。FIG. 1 is a configuration diagram of a vehicle system according to an embodiment of the present invention.
【図２】本発明の一実施形態をなす、図１の車両システ
ムに備えられるパラレル・ハイブリッド車両の制御装置
の基本的な作動を説明するフローチャートである。FIG. 2 is a flowchart illustrating a basic operation of a control device for a parallel hybrid vehicle provided in the vehicle system of FIG. 1 according to an embodiment of the present invention.
【図３】図２のフローチャートにおけるモード１の作動
を説明するフローチャートである。FIG. 3 is a flowchart illustrating the operation of mode 1 in the flowchart of FIG. 2;
【図４】図２のフローチャートにおけるモード４の作動
を説明するフローチャートである。FIG. 4 is a flowchart illustrating an operation of a mode 4 in the flowchart of FIG. 2;
【図５】図２のフローチャートにおけるモード２の作動
を説明するフローチャートである。FIG. 5 is a flowchart illustrating the operation of mode 2 in the flowchart of FIG. 2;
【図６】図５のフローチャートにおける発電制御サブル
ーチンの作動を説明するフローチャートである。FIG. 6 is a flowchart illustrating the operation of a power generation control subroutine in the flowchart of FIG. 5;
【図７】本実施例における要求出力の演算手段を示す制
御ブロック図である。FIG. 7 is a control block diagram showing a calculation unit of a request output in the embodiment.
【図８】本実施例における発電量演算手段を示す制御ブ
ロック図である。FIG. 8 is a control block diagram showing a power generation amount calculating unit in the embodiment.
【図９】本実施例におけるバッテリ入出力可能電力演算
手段を示す制御ブロック図である。FIG. 9 is a control block diagram illustrating a battery input / output available power calculation unit in the present embodiment.
【図１０】本実施例における内燃機関１出力トルク制御
手段を示す制御ブロック図である。FIG. 10 is a control block diagram showing an internal combustion engine 1 output torque control means in the embodiment.
【図１１】本実施例における電動機発電電力演算手段を
示す制御ブロック図である。FIG. 11 is a control block diagram showing a motor-generated electric power calculating means in the present embodiment.
【図１２】本実施例における電力配分手段を示す制御ブ
ロック図である。FIG. 12 is a control block diagram illustrating a power distribution unit according to the present embodiment.
【図１３】本実施例における電動機３制御手段を示す制
御ブロック図である。FIG. 13 is a control block diagram showing a motor 3 control means in the present embodiment.
【図１４】図２のフローチャートにおけるモード３の作
動を説明するフローチャートである。FIG. 14 is a flowchart illustrating the operation of mode 3 in the flowchart of FIG. 2;
【図１５】図１４のフローチャートにおける駆動制御サ
ブルーチンの作動を説明するフローチャートである。15 is a flowchart illustrating the operation of a drive control subroutine in the flowchart of FIG.
１…内燃機関、２…クラッチ、３…第一の電動機、４…
自動変速機、５…油圧ポンプ、６…第三の電動機、７…
インバーター、８…バッテリ、９…第二の電動機、１０
…内燃機関制御ユニット（ＥＣＭ）、１１…クラッチ制
御ユニット（ＣＬＵ／ＣＵ）、１２…電動機制御ユニッ
ト（Ｍ／Ｃ）、１３…バッテリ制御ユニット（Ｂ／
Ｃ）、１４…ＣＶＴ制御ユニット（ＣＶＴ／ＣＵ）、１
５…総合制御ユニット（ＨＣＭ）。DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Clutch, 3 ... First electric motor, 4 ...
Automatic transmission, 5 ... hydraulic pump, 6 ... third electric motor, 7 ...
Inverter, 8 ... battery, 9 ... second electric motor, 10
... internal combustion engine control unit (ECM), 11 ... clutch control unit (CLU / CU), 12 ... motor control unit (M / C), 13 ... battery control unit (B /
C), 14 ... CVT control unit (CVT / CU), 1
5 ... Comprehensive control unit (HCM).
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 5H115 PC06 PG04 PI16 PI24 PI29 PU01 PU22 PU24 PU25 PV02 PV09 QA01 QE07 QE13 QH06 QH08 QN03 RB08 RE02 RE03 SE04 SE05 SE06 SE08 TB01 TE02 TE05 TI02 TO21 TO30 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H115 PC06 PG04 PI16 PI24 PI29 PU01 PU22 PU24 PU25 PV02 PV09 QA01 QE07 QE13 QH06 QH08 QN03 RB08 RE02 RE03 SE04 SE05 SE06 SE08 TB01 TE02 TE05 TI02 TO21 TO30
Claims (4)
前記内燃機関の出力を伝達・遮断するクラッチと、前記
クラッチの出力軸に連結される駆動用の第一の電動機
と、前記内燃機関の始動および発電を行う第二の電動機
と、前記第一の電動機および前記第二の電動機に接続さ
れたバッテリとを備え、前記内燃機関および前記第一の
電動機のうちの少なくとも一方を駆動力源として走行す
るパラレル・ハイブリッド車両の制御装置において、前
記第一の電動機または前記内燃機関および前記第一の電
動機の両方を駆動力源として使用する走行時に、前記バ
ッテリの出力可能電力が前記第一の電動機を駆動するた
めに必要な電力以下の場合、前記第一の電動機を駆動す
るための発電電力を演算する発電量演算手段と、前記発
電電力を前記第二の電動機により発電し、該発電電力と
前記バッテリの出力可能電力との合計電力から前記第一
の電動機を駆動するために必要な電力を配分する制御を
行うことを特徴とするパラレル・ハイブリッド車両の制
御装置。1. An internal combustion engine that operates by burning fuel,
A clutch for transmitting / disconnecting the output of the internal combustion engine, a first electric motor for driving connected to an output shaft of the clutch, a second electric motor for starting and generating electric power of the internal combustion engine, An electric motor and a battery connected to the second electric motor, a control device for a parallel hybrid vehicle that runs using at least one of the internal combustion engine and the first electric motor as a driving force source, When traveling using the electric motor or both the internal combustion engine and the first electric motor as a driving force source, the outputable electric power of the battery is equal to or less than the electric power required to drive the first electric motor. Power generation amount calculating means for calculating generated power for driving the electric motor; generating the generated power by the second motor; and generating the generated power and the output of the battery. Controller of a parallel hybrid vehicle and performs control for allocating the required power from the total power for driving the first motor with the ability power.
車両の制御装置において、前記クラッチを開放し、前記
第一の電動機を駆動力源として走行するモードの場合、
前記発電量演算手段は、前記バッテリの入力可能電力と
前記第一の電動機を駆動するために必要な電力とから大
きい方を選択し発電電力とすることを特徴とするパラレ
ル・ハイブリッド車両の制御装置。2. A control system for a parallel hybrid vehicle according to claim 1, wherein said clutch is released and said first electric motor runs in a driving power source.
The control device for a parallel hybrid vehicle, wherein the power generation amount calculation means selects a larger one from an inputtable power of the battery and a power required to drive the first electric motor and generates the generated power. .
車両の制御装置において、前記クラッチをスリップ係合
するとともに、前記内燃機関および前記第一の電動機の
両方を駆動力源として走行するモードの場合、前記発電
量演算手段は、所定の発電量と前記バッテリの入力可能
電力とから小さい方を選択し発電電力とすることを特徴
とするパラレル・ハイブリッド車両の制御装置。3. A control device for a parallel hybrid vehicle according to claim 1, wherein said clutch is slip-engaged and said vehicle runs with both said internal combustion engine and said first electric motor as driving power sources. A control unit for the parallel hybrid vehicle, wherein the power generation amount calculating means selects a smaller one from a predetermined power generation amount and an inputtable power of the battery to generate power.
前記内燃機関の出力を伝達・遮断するクラッチと、前記
クラッチの出力軸に連結される駆動用の第一の電動機
と、前記内燃機関の始動および発電を行う第二の電動機
と、前記第一の電動機および前記第二の電動機に接続さ
れたバッテリとを備え、前記内燃機関および前記第一の
電動機のうちの少なくとも一方を駆動力源として走行す
るパラレル・ハイブリッド車両であって、前記第一の電
動機または前記内燃機関および前記第一の電動機の両方
を駆動力源として使用する走行時に、前記バッテリの出
力可能電力が前記第一の電動機を駆動するために必要な
電力以下の場合、前記第一の電動機を駆動するための発
電電力を演算する発電量演算手段と、前記発電電力を前
記第二の電動機により発電し、該発電電力と前記バッテ
リの出力可能電力との合計電力から前記第一の電動機を
駆動するために必要な電力を配分することを特徴とする
パラレル・ハイブリッド車両。4. An internal combustion engine that operates by burning fuel,
A clutch for transmitting / disconnecting the output of the internal combustion engine, a first electric motor for driving connected to an output shaft of the clutch, a second electric motor for starting and generating electric power of the internal combustion engine, A parallel hybrid vehicle comprising an electric motor and a battery connected to the second electric motor, and running using at least one of the internal combustion engine and the first electric motor as a driving force source, wherein the first electric motor Or, when traveling using both the internal combustion engine and the first electric motor as a driving force source, when the outputable power of the battery is equal to or less than the electric power required to drive the first electric motor, the first A power generation amount calculating unit that calculates generated power for driving the motor, and the generated power is generated by the second motor, and the generated power and outputable power of the battery. Parallel hybrid vehicle, which comprises distributing the power required to drive the first motor from the total power.
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|---|---|---|---|
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| JP2001268712A true JP2001268712A (en) | 2001-09-28 |
| JP3473545B2 JP3473545B2 (en) | 2003-12-08 |
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|---|---|---|---|
| JP2000084692A Expired - Fee Related JP3473545B2 (en) | 2000-03-22 | 2000-03-22 | Control device for parallel hybrid vehicle |
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Cited By (3)
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|---|---|---|---|---|
| WO2006006293A1 (en) * | 2004-07-12 | 2006-01-19 | Toyota Jidosha Kabushiki Kaisha | Power output unit, vehicle using it and its control method |
| WO2007017975A1 (en) * | 2005-08-11 | 2007-02-15 | Daikin Industries, Ltd. | Hybrid system and method of controlling the same |
| US8212502B2 (en) | 2007-03-29 | 2012-07-03 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for hybrid vehicle |
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| WO2006006293A1 (en) * | 2004-07-12 | 2006-01-19 | Toyota Jidosha Kabushiki Kaisha | Power output unit, vehicle using it and its control method |
| AU2005261263B2 (en) * | 2004-07-12 | 2009-01-08 | Toyota Jidosha Kabushiki Kaisha | Power output unit, vehicle using it and its control method |
| KR100904258B1 (en) * | 2004-07-12 | 2009-06-25 | 도요타 지도샤（주） | Power Output Apparatus, Vehicle Equipped with Power Output Apparatus, and Control Method of Power Output Apparatus |
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| CN1980809B (en) * | 2004-07-12 | 2012-10-31 | 丰田自动车株式会社 | Power output unit, vehicle using it and its control method |
| WO2007017975A1 (en) * | 2005-08-11 | 2007-02-15 | Daikin Industries, Ltd. | Hybrid system and method of controlling the same |
| US8212502B2 (en) | 2007-03-29 | 2012-07-03 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for hybrid vehicle |
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|---|---|
| JP3473545B2 (en) | 2003-12-08 |
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