JP2016210215A - Hybrid vehicle and control method of the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle that comprises an internal combustion engine and an electric power generator and can perform motor-only travel with the electric power generator, which even during skid prevention control for an ASR, can efficiently utilize electric energy to further improve fuel economy by performing the motor-only travel using the electric power generator and adjusting driving torque amounts that the electric power generator generates so as to accelerate the vehicle at a limit driving torque amount just before the skid occurs, and to provide a control method of the hybrid vehicle.SOLUTION: A control device 40 that controls a hybrid vehicle 1 comprises a skid occurrence detecting device 51 that detects occurrence of a skid of wheels, and performs control by which when the skid occurence detecting device 51 detects a skid of wheels at the time of accelerating the hybrid vehicle 1, a travel form in which driving torque by an electric power generator is generated is started or continued, and driving torque amounts Taa (i) that the electric power generator generates are adjusted so as to reduce the skid of wheels.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator and capable of traveling independently using only the motor generator as a power source, and a method for controlling the hybrid vehicle.

  The traveling mode of a hybrid vehicle including an internal combustion engine and a motor generator includes an engine traveling alone using only the internal combustion engine as a power source, a motor traveling alone using a motor generator alone as a power source, an internal combustion engine and motor power generation There are traveling modes such as combined traveling in which both machines are driven as power sources and motor regenerative traveling in which electric power is generated by a motor generator using the regenerative energy of the braking force of the hybrid vehicle.

  On the other hand, in recent vehicles, accident prevention technology that enhances the basic performance of automobiles so that it does not fall into a dangerous situation, and vehicle accident prevention safety technology that avoids an accident when it encounters a dangerous situation (active・ Safety is used to ensure safety when the vehicle is running.

  As one of these accident prevention safety technologies, ASR (anti-slip regulator) that prevents the wheels (tires) from slipping and locking during braking and ABS (anti-lock braking) that prevents the wheels from locking during braking System) is adopted.

  This ASR is called TCL (Traction Control System), and when the driving wheel is rotating faster than the non-driving wheel when starting acceleration on a slippery road surface, it is judged that the wheel is slipping. By controlling the engine output or braking by electronic control, wheel slip can be suppressed and vehicle control can be maintained. Generally, when both wheels are slipping, control is maintained by controlling the engine output, and when there is a speed difference between the left and right drive wheels, control is maintained by controlling the braking force by electronic control. Yes. The ASR for preventing dangerous slip at the time of traveling is mainly used in medium-sized trucks.

  As an example of this ASR, for example, the engine torque is reduced after exceeding the slip threshold by at least one drive wheel, and is increased again after falling below the slip threshold, and further, the recognition of the curve and the recognition of the coefficient of friction are performed. For vehicles in which the slope of the engine torque increase is set smaller than in the case of straight running when it is recognized that the vehicle is in a curve running state on a road surface with a low friction coefficient Has been proposed (see, for example, Patent Document 1).

  In ABS, the wheel sensor is used to detect the rotation speed of the wheel, and if there is even one wheel with little rotation, it is judged that the wheel is slipping and the braking force is controlled by electronic control. Therefore, it is possible to maintain the control of the vehicle by preventing the wheels from locking. For passenger cars, RV cars, small trucks, etc., the hydraulic pressure is controlled, and for large and medium-sized trucks, an air-hydraulic combined type or pneumatic brake is used to control the air pressure.

  On the other hand, in hybrid vehicles, when ASR or ABS is implemented during combined traveling, motor independent traveling or combined traveling, the drive by the motor generator is stopped and the engine is switched to the engine independent traveling only by the power of the internal combustion engine. The control of the vehicle is maintained by controlling the driving torque by adjusting the engine output and controlling the braking force.

  In such a conventional hybrid vehicle, the control by the motor generator is interrupted by the intervention of ASR control or ABS control, so that it is possible to increase and decrease the torque more precisely than the internal combustion engine by the motor generator. By adjusting the characteristics and drive torque with a motor generator, the target speed of acceleration can be reached with less energy at the time of ASR, and a large regenerative energy can be obtained at the time of ABS. As a whole, there is a problem that energy efficiency is lowered.

JP 2003-301733 A

  The present invention has been made in view of the above, and an object of the present invention is to provide an ASR (anti-slip regulator) in a hybrid vehicle that includes an internal combustion engine and a motor generator and that can run independently by the motor generator. Even during slip prevention control of), the motor alone running by the motor generator and the drive torque amount generated by the motor generator are adjusted, and the acceleration is accelerated by the limit drive torque amount before the slip occurs. It is an object of the present invention to provide a hybrid vehicle and a hybrid vehicle control method that can improve the fuel efficiency by often using electric energy.

  A further object of the present invention is to provide a hybrid vehicle having an internal combustion engine and a motor generator that can be regeneratively driven by the motor generator, even during anti-slip braking control (ABS) anti-slip control. To provide a hybrid vehicle and a hybrid vehicle control method capable of improving fuel efficiency by recovering regenerative energy efficiently by performing regenerative traveling and decelerating at a limit braking torque amount before slip occurs. is there.

  In order to achieve the above object, a hybrid vehicle according to the present invention includes an internal combustion engine and a motor generator, and a slip occurrence detection for detecting the occurrence of wheel slip in a hybrid vehicle capable of traveling alone by the motor generator. When the hybrid vehicle is accelerating, when the hybrid vehicle is accelerating and the slip occurrence detection device detects wheel slip, the motor alone travels when the motor is traveling alone. When the motor is not traveling alone, switching to the motor traveling alone, accelerating with the driving torque by the motor generator, and adjusting the driving torque amount generated by the motor generator in this traveling state, Acceleration slip reduction control means for performing slip reduction control during acceleration to reduce wheel slip is configured. .

  According to this configuration, when a driving force is applied to the wheels (tires) during acceleration of the hybrid vehicle, even when an ASR (anti-slip regulator) that prevents the wheels from slipping operates, the motor generator By continuing or starting the travel control and finely adjusting the drive torque amount by the motor generator, it is possible to prevent the wheels from slipping and maintain the control of the hybrid vehicle. At the same time, fuel efficiency can be further improved by finely adjusting the drive energy with the motor generator and efficiently using the electric energy.

  In the above hybrid vehicle, the limit driving torque amount at which the slip occurs is calculated, and the road surface friction coefficient is calculated using the vehicle body side information including the vehicle body weight when the limit driving torque amount is calculated. Then, using this road surface sliding friction coefficient and the vehicle body side information at the time of control, the limit driving torque amount at the time of control is calculated, and the amount of driving torque generated by the motor generator so as to become this limit driving torque amount The following effects can be achieved by adjusting.

  In other words, even if the gear ratio of the transmission is changed or the power transmission efficiency changes for some reason during the slip reduction control during acceleration, the relationship between the road surface sliding friction coefficient and the limit drive torque amount is obtained by grasping them. By reflecting in the above, the limit drive torque amount is accurately calculated, and the drive torque that should be generated by the motor generator is generated so that this limit drive torque amount is obtained, and electric energy is used or recovered efficiently. can do.

  In the hybrid vehicle, when the control device detects a slip of a wheel by the slip generation detection device in the acceleration slip reduction control, the drive torque amount is decreased, and the slip generation detection device Drive slip increase / decrease control means for performing drive torque increase / decrease control for increasing the drive torque amount, and limit drive torque for calculating a limit drive torque amount that is the drive torque amount immediately before the occurrence of the slip. Constantly performing the motor independent travel for a preset travel time or preset travel distance by controlling the drive torque amount to the limit drive torque amount calculated by the calculation means and the limit drive torque calculation means Torque acceleration control means and the slip reduction during acceleration each time the travel time or travel distance is exceeded Until the end condition set in advance is satisfied, the control and the control for repeating the calculation of the limit driving torque amount by the limit driving torque calculating means and the motor independent running with the constant driving torque amount by the constant torque acceleration control means are: If it is configured with an acceleration repetition control means for controlling to repeat, the amount of drive torque generated by the motor generator can be reduced in a shorter time with relatively simple control while preventing slippage. The value can be adjusted to reach the target speed with a small amount of energy.

  Further, in the above hybrid vehicle, when the hybrid vehicle is capable of regenerative travel by the motor generator, and the control device detects a slip of a wheel by the slip occurrence detection device during deceleration of the hybrid vehicle. In addition, when the regenerative travel is being performed, the regenerative travel is maintained, and when the regenerative travel is not being performed, the regenerative travel is switched, and the motor generator is decelerated by the braking torque by the motor generator. The following effects can be obtained by including a deceleration slip reduction control means for performing deceleration reduction control for reducing the slip of the wheel by adjusting the amount of braking torque to be generated.

  That is, according to this configuration, even when a braking force is applied to the wheels (tires) during deceleration of the hybrid vehicle, even when an ABS (anti-lock braking system) that prevents the wheels from locking is activated, It is possible to continue running control with the motor generator and finely adjust the braking torque amount with the motor generator to prevent the wheels from locking and maintain control of the hybrid vehicle. By recovering energy and efficiently using electric energy, fuel efficiency can be further improved.

  The braking torque amount applied to the wheels is mainly the braking torque amount of the motor generator, and it is preferable to increase the amount of energy that can be regenerated by the motor generator as much as possible, but braking between the brake rotor or brake drum and the brake shoe is preferable. A foot brake that generates torque may be used in combination. In this case, the slip prevention is achieved by adjusting the braking torque amount of the motor generator without adjusting the braking torque amount by the foot brake.

  In the above hybrid vehicle, the limit braking torque amount at which slip occurs is calculated, and the road surface friction coefficient is calculated using the vehicle body information including the vehicle body weight when the limit braking torque amount is calculated. Then, using this road surface friction coefficient and the vehicle body side information at the time of control, the limit braking torque amount at the time of control is calculated, and the braking torque amount generated by the motor generator so as to become this limit braking torque amount By adjusting, the following effects can be exhibited.

  In other words, even if the transmission reduction ratio is changed or the power transmission efficiency changes for some reason during slip reduction control during deceleration, the relationship between the road surface sliding friction coefficient and the limit braking torque amount can be grasped. By reflecting the above, it is possible to calculate the limit braking torque accurately and generate the braking torque (regenerative torque) that should be generated by the motor generator so that these limit braking torques can be obtained. Can be used or recovered.

  In the hybrid vehicle, when the control device detects a slip of a wheel by the slip generation detection device in the slip reduction control during deceleration, the braking torque amount is decreased, and the slip generation detection device When no slip is detected, a braking torque increase / decrease control means for performing braking torque increase / decrease control for increasing the braking torque amount, and a limit braking torque for calculating a limit braking torque amount immediately before the occurrence of the slip A constant torque for controlling the braking torque amount to the limit braking torque amount calculated by the calculating means and the limit braking torque calculating means, and performing the regenerative travel for a preset travel time or a preset travel distance. Deceleration control means, and every time the travel time or travel distance is exceeded, the deceleration slip reduction control Control to repeat the calculation of the limit braking torque amount by the limit braking torque calculation means and the regenerative running with the constant braking torque amount constant by the constant torque deceleration control means is repeated until a preset end condition is satisfied. When it is configured with the deceleration repetition control means, the amount of regenerative torque generated by the motor generator can be reduced with a relatively simple control and in a shorter time while preventing the occurrence of slipping. Can be adjusted to a value such that

  In the hybrid vehicle, when the control device performs the acceleration slip reduction control, the limit drive torque amount calculated by the limit drive torque calculation unit in the immediately preceding acceleration slip reduction control, or immediately before If the limit drive torque amount calculated by the limit braking torque calculation means in the slip reduction control during deceleration is the initial value of the drive torque amount of the drive torque increase / decrease control means, the control torque is very simple, In a short time, the amount of drive torque generated by the motor generator can be adjusted to a value that can be obtained with a small amount of electrical energy while preventing slippage.

  In the above hybrid vehicle, when the control device performs the deceleration slip reduction control, the limit drive torque amount calculated by the limit drive torque calculation means in the immediately preceding acceleration slip reduction control, or the immediately preceding If the limit driving torque amount calculated by the limit braking torque calculation means in the slip reduction control during deceleration is the initial value of the braking torque amount of the braking torque increase / decrease control means, the control is further simplified. In a short time, the amount of braking torque generated by the motor generator can be adjusted to a value that can be obtained with a large amount of recovered air energy while preventing slippage.

  And the hybrid vehicle control method of the present invention for achieving the above object is a hybrid vehicle control method comprising an internal combustion engine and a motor generator and capable of independent motor drive by the motor generator. When the wheel slip is detected during acceleration of the motor, if the motor is running alone, the motor is kept alone, and if the motor is not running alone, it is switched to the motor traveling alone and driven by the motor generator. The method is characterized in that the wheel slip is reduced by accelerating with torque and adjusting the amount of driving torque generated by the motor generator in this running state.

  According to this method, even when the ASR operates, the generation of drive torque by the motor generator is started or continued, and the drive torque amount is finely adjusted by the motor generator to prevent the wheels from slipping. Thus, control of the hybrid vehicle can be maintained, and fuel efficiency can be further improved by using the electric energy efficiently by controlling the drive torque generated by the motor generator in a very fine manner.

  In the hybrid vehicle control method, the hybrid vehicle is capable of regenerative travel by the motor generator, and when the hybrid vehicle detects deceleration of a wheel during deceleration of the hybrid vehicle, In this case, the regenerative travel is maintained, and when the regenerative travel is not being performed, the regenerative travel is switched to decelerate by the braking torque generated by the motor generator, and the amount of braking torque generated by the motor generator is adjusted in this traveling state. Thus, when the wheel slip is reduced, the driving control by the motor generator is continued even when the ABS for preventing the wheel lock is activated when the braking force is applied to the wheel when the hybrid vehicle is decelerated. Then, adjust the amount of braking torque with a motor generator to prevent the wheels from locking and It is possible to keep the trawl, by recovering regenerative energy by the electric generator by using the efficient electric energy, it is possible to further improve the fuel efficiency.

  According to the hybrid vehicle and the hybrid vehicle control method of the present invention, the ASR (anti-slip regulator) ASR (anti-slip regulator) of the hybrid vehicle that includes the internal combustion engine and the motor generator and can be independently driven by the motor generator is being controlled. In this case, electric energy can be efficiently used by running the motor alone with the motor generator and adjusting the amount of drive torque generated by the motor generator, and accelerating with the limit drive torque amount before the slip occurs. This can improve fuel efficiency.

  Furthermore, even during the anti-slip control of the ABS (anti-lock braking system) of a hybrid vehicle that includes an internal combustion engine and a motor generator and can be regenerated with the motor generator, the motor generator can perform the regenerative travel. The fuel consumption can be further improved by efficiently recovering the regenerative energy by performing and decelerating at the limit braking torque amount before the occurrence of the slip.

It is the figure which showed typically the structure of the hybrid vehicle of embodiment which concerns on this invention, and is a figure which shows a motor independent running state. It is a figure which shows the motor regeneration driving | running | working state in the hybrid vehicle of FIG. It is a figure which shows typically the structure of the slip generation | occurrence | production detection apparatus in a hybrid vehicle, a control apparatus, and this control apparatus. It is a figure which shows an example of the control flow of the slip reduction control at the time of acceleration of the hybrid vehicle of embodiment which concerns on this invention. It is a figure which shows an example of the control flow of the slip reduction control at the time of deceleration of the hybrid vehicle of embodiment which concerns on this invention.

  Hereinafter, a hybrid vehicle and a hybrid vehicle control method according to embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 and 2, a hybrid vehicle (HEV) 1 of this embodiment includes an engine (internal combustion engine) 10, a motor generator (running motor / generator) 20, and a transmission 30. 10 is a vehicle that transmits the power of 10 and the power of the motor generator 20 to the wheels 34 via the transmission 30, and is a vehicle that can use both the engine 10 and the motor generator 20 as a power source for traveling.

  Here, the parallel type hybrid vehicle of FIGS. 1 and 2 will be described as an example. However, the parallel type hybrid vehicle may not necessarily be used, and the transmission 30 can be driven only by the motor generator 20, and the regenerative running can be performed. Any hybrid vehicle having a function that can be used may be used.

  As shown in FIGS. 1 and 2, the power of the engine 10 is supplied to a differential device (differential) via a torque converter 13 connected to the engine 10, a connected engine running clutch 14, a transmission 30, and a propeller shaft 31. Gear) 32 and further transmitted to the wheel 34 via the axle 33.

  On the other hand, the motive power of the motor generator 20 is generated when the electric power charged (accumulated) in the battery 22 is supplied to the motor generator 20 via the inverter 21, and this motive power is generated by the connected motor running clutch. 23, the transmission 30, and the propeller shaft 31 are transmitted to the differential device 32, and further transmitted to the wheels 34 via the axle 33.

  Accordingly, one or both of the power of the engine 10 and the power of the motor generator 20 are transmitted to the wheels 34 via the transmission 30, and the vehicle 1 travels. That is, the engine traveling alone using only the engine 10 as a power source, the motor traveling alone using only the motor generator 20 as a power source, the combined traveling traveling using both the engine 10 and the motor generator 20 as power sources, and the vehicle It is comprised so that it can drive | work with driving | running | working forms, such as a motor regenerative driving | running | working which generate | occur | produces with the motor generator 20 using the regenerative energy of 1 braking force.

  In the configuration of FIGS. 1 and 2, the connection and disconnection of the engine travel clutch 14 are switched to disconnect and transmit the power of the engine 10 to the wheels 34, and the motor travel clutch 23 is disconnected and disconnected. By switching, the power of the motor generator 20 is transmitted to and cut off from the wheels 34. However, it is sufficient that the power of the engine 10 or the power of the motor generator 20 is transmitted and cut off as appropriate. 14 or the motor travel clutch 23 may not be provided.

  Further, in order to purify NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas G of the engine 10, exhaust gas purification provided with a NOx reduction catalyst device 12a, a PM collection filter device 12b, etc. A device 12 is disposed in the exhaust passage 11 to purify NOx, PM, etc. in the exhaust gas G.

  A hybrid system 2 including the engine 10, the motor generator 20, and the transmission 30, and a control device 40 for controlling the hybrid vehicle 1 are provided. The control device 40 controls the engine 10 in general. The overall control of the hybrid vehicle 1 including the overall control of the motor generator 20 by the inverter 21, the overall control of the hybrid system 2 including the connection / disconnection control of the engine travel clutch 14 and the connection / disconnection control of the motor travel clutch 23. And so on.

  As shown in FIG. 3, the hybrid vehicle 1 equipped with the hybrid system 2 includes a slip generation detection device 51 that detects the occurrence of slip of the wheels 34, and controls the hybrid vehicle 1 together with the slip generation detection device 51. The control device 40 includes an acceleration slip reduction control means 41 and a deceleration slip reduction control means 42.

  The slip occurrence detection device 51 detects the rotation speed of the wheel 34 using a wheel sensor 35 installed on the wheel 34, and determines that the wheel 34 is slipping if there is even one wheel 34 with little rotation. Then, a signal indicating that the occurrence of slip has been detected is generated.

  Further, when the hybrid vehicle 1 is accelerated, the slip reduction detecting means 41 during acceleration detects slipping of the wheels 34 by the slip generation detecting device 51, and maintains the motor independent travel when the motor alone travels. When the vehicle is not running, the motor 34 is switched to the motor alone, accelerated by the drive torque Tac from the motor generator 20, and the wheel 34 is adjusted by adjusting the drive torque amount Taa (i) generated by the motor generator 20 in this running state. This is means for carrying out acceleration slip reduction control for reducing the slip of the vehicle.

  More specifically, as shown in FIG. 3, the acceleration slip reduction control means 41 includes a drive torque increase / decrease control means 41a, a limit drive torque calculation means 41b, a constant torque acceleration control means 41c, and an acceleration repetition control means 41d. It is configured with.

  The drive torque increase / decrease control means 41a decreases the drive torque amount Taa (i) when the slip occurrence detection device 51 detects slip of the wheel 34 in the slip reduction control during acceleration, and the slip occurrence detection device 51 causes the wheel 34 to decrease. When no slip is detected, the driving torque increase / decrease control is performed to increase the driving torque amount Taa (i).

  The limit drive torque calculating means 41b is a means for calculating a limit drive torque amount Tam that is the drive torque amount Taa (i) immediately before the occurrence of slip, and the constant torque acceleration control means 41c is a limit drive torque calculation means. This is a means for controlling the drive torque amount Taa (i) to the limit drive torque amount Tam calculated in 41b and performing the motor independent travel for a preset travel time or a preset travel distance.

  The acceleration repetition control means 41d calculates acceleration slip reduction control and the limit drive torque amount Tam by the limit drive torque calculation means 41b every time a preset travel time or a preset travel distance is exceeded. And a control that repeats the motor independent traveling with a constant driving torque amount by the constant torque acceleration control means 41c until the preset end condition is satisfied.

  Further, when the hybrid vehicle 1 decelerates, the deceleration reduction control unit 42 maintains the regenerative travel when the slip generation detecting device 51 detects the slip of the wheel 34 and is not performing the regenerative travel. In this case, switching to regenerative traveling is performed, the vehicle is decelerated by the braking torque Tbr by the motor generator 20, and the braking torque amount Tba (i) generated by the motor generator 20 in this traveling state is adjusted, thereby reducing the slip of the wheels 34. This is means for performing slip reduction control during deceleration.

  As shown in FIG. 3, more specifically, the deceleration slip reduction control means 42 includes a braking torque increase / decrease control means 42a, a limit braking torque calculation means 42b, a constant torque deceleration control means 42c, and a deceleration repetition control means 42d. It is configured with.

  The braking torque increase / decrease control means 42a decreases the braking torque amount Tba (i) when the slip generation detecting device 51 detects slip of the wheel 34 in the slip reduction control during deceleration. When no slip is detected, braking torque increase / decrease control is performed to increase the braking torque amount Tba (i).

  Further, the limit braking torque calculating means 42b is a means for calculating a limit braking torque amount Tbm that is the braking torque amount Tba (i) immediately before the occurrence of slip, and the constant torque deceleration control means 42 is a limit braking torque calculating means 42. This is means for controlling the braking torque amount Tba (i) to the limit braking torque amount Tbm calculated in 42b and performing regenerative traveling for a preset traveling time or a preset traveling distance.

  The deceleration repetition control means 42d decelerates the deceleration slip reduction and calculates the limit braking torque amount Tbm by the limit braking torque calculation means 42b every time a preset travel time or a preset travel distance is exceeded. This is a means for controlling to repeat the repetitive running with a constant braking torque amount by the constant torque deceleration control means 42b until a preset end condition is satisfied.

  In the hybrid vehicle 1 configured as described above, the control device 40 controls the driving torque increase / decrease control means 41a during the slip period in which the slip occurrence detection device 51 continues to detect the slip of the wheel 34 in the slip reduction control during acceleration. Thus, the drive torque that gradually decreases the drive torque amount Taa (i) generated in the motor generator 20 by the preset drive decrease value ΔTa1 for each preset first control time Δt1. Perform volume reduction control.

  Further, the drive torque increase / decrease control means 41a controls the motor generator 20 during a non-slip period from when the slip detection of the wheel 34 by the slip generation detection device 51 stops until the slip generation end determination is made. Drive torque amount increase control is performed in which the generated drive torque amount Taa (i) is sequentially increased by a preset drive increase value ΔTa2 every preset second control time Δt2.

  At the same time, the limit drive torque calculating means 41b calculates a limit drive torque amount Tam that is the drive torque amount Taa (i) immediately before the occurrence of the slip, and the constant torque acceleration control means 41c drives to this limit drive torque amount Tam. By controlling the torque amount Taa (i), the motor travels independently for a preset travel time Dt1 or a preset travel distance Dd1.

  Then, every time the traveling time Dt1 or the traveling distance Dd1 is exceeded by the acceleration repetition control means 41d, the acceleration slip reduction control, the calculation of the limit driving torque amount Tam, and the motor independent traveling with a constant driving torque amount are performed. Control is repeated until a preset end condition is reached.

  In this case, the drive increase value ΔTa2 is smaller than the drive decrease value ΔTa1, the drive decrease value ΔTa1 is decreased continuously or stepwise during the slip period, and the drive increase value ΔTa2 is decreased during the non-slip period. It is preferable to decrease the value continuously or stepwise because the limit drive torque amount Tam can be reached in a short time while suppressing overshoot.

  In the hybrid vehicle 1, the control device 40 uses the braking torque increase / decrease control means 42 a during the slip period during which the slip generation detection device 51 continues to detect the slip of the wheel 34 in the slip reduction control during deceleration. The braking torque amount (regenerative torque amount) Tba (i) generated in the motor generator 20 is sequentially decreased by a preset braking decrease value ΔTb3 every preset third control time Δt3. The braking torque amount decrease control is performed.

  In addition, during the non-slip period from when the slip detection of the wheel 34 by the slip generation detection device 51 stops until the slip generation end determination is made, the braking torque increase / decrease control means 42a controls the motor generator 20. Brake torque amount increase control is performed in which the generated braking torque amount Tba (i) is sequentially increased by a preset braking increase value ΔTb2 every preset fourth control time Δt4.

  At the same time, a limit braking torque amount Tbm, which is the braking torque amount Tba (i) immediately before the slip is generated, is calculated by the limit braking torque calculation means 42b, and the constant torque deceleration control means 42c performs braking to the limit braking torque amount Tbm. The torque amount Tba (i) is controlled to perform regenerative travel during a preset travel time Dt2 or a preset travel distance Dd2.

  Then, each time the traveling time Dt2 or the traveling distance Dd2 is exceeded by the deceleration repetition control means 42d, the deceleration slip reduction control, the calculation of the limit braking torque amount Tbm, and the regenerative traveling with a constant braking torque amount are performed in advance. Control is repeated until the end condition is reached.

  In this case, the braking increase value ΔTba2 is smaller than the braking decrease value ΔTb1, the braking decrease value ΔTb1 is decreased continuously or stepwise during the slip period, and the braking increase value ΔTb2 is decreased during the non-slip period. It is preferable to decrease the value continuously or stepwise because it becomes possible to reach the limit braking torque amount Tbm in a short time while suppressing overshoot.

  Further, the road surface sliding friction coefficient μ is calculated from the limit driving torque amount Tam or the limit braking torque amount Tbm and the current vehicle body weight W and the center of gravity height HgW on the vehicle body side, and based on the road surface sliding friction coefficient μ. When the driving torque amount Taa (i) or the braking torque amount Tba (i) generated by the motor generator 20 is set, the previous acceleration or deceleration slip reduction control and the current acceleration or deceleration slip reduction control Even if the state on the vehicle body side changes due to a change in the load amount mounted on the hybrid vehicle 1, the limit driving torque amount Tam or the limit braking torque amount Tbm is set in consideration of the state on the vehicle body side. By calculating and generating the calculated limit drive torque amount Tam or limit braking torque amount Tbm in the motor generator 20, the use of electric energy or Recovery can be performed.

  Here, assuming that the driving force of the tire is P, the driving torque is T, the gear ratio between the driving shaft and the wheels is ρ, the power transmission efficiency is η, the tire effective radius is Rt, and the first coefficient is k1, “P = k1 × “T × ρ × η / Rt”, where “F = k2 × μ × W” where F is the road grip force of the tire, W is the total weight of the vehicle, and k2 is the second coefficient. Since slip occurs when “P> F” and slip does not occur when “P ≦ F”, the road surface sliding friction coefficient μ can be calculated from “P = F”. If the vehicle weight (mass) of the hybrid vehicle 1 is M and the gravitational acceleration is g, “W = M × g”.

  That is, from “P = k1 × T × ρ × η / Rt = F = k2 × μ × W”, “μ = (k1 / k2) × (T × ρ × η) / (Rt × W) = (k1 / K2) × (ρ × η) / (Rt) × (T / W) = k × (T / W) ”. From the driving state of the hybrid vehicle 1 at that time, the gear ratio ρ, power transmission efficiency η, Since the tire effective radius Rt is determined, the coefficient k (= k1 / k2) is also determined, and the vehicle body total weight W at that time can be calculated from a well-known technique. Therefore, from the limit driving torque amount Tam or the limit braking torque Tbm, The road surface friction coefficient μm can be calculated. That is, “μm = k × (Tam / W)” or “μm = k × (Tbm / W)”.

  Therefore, once the road surface sliding friction coefficient μm is calculated, while the road surface state does not change, by calculating “Tam = μm × W / k” or “Tbm = μm × W / k”, for example, If the coefficient k, in other words, the first coefficient k1 and the second coefficient k2 can be calculated even if the total body weight W changes or the speed ratio ρ or the power transmission efficiency η changes, the limit drive torque amount Tam or Since the limit braking torque Tbm can be calculated, the slip reduction control can be performed using the limit driving torque amount Tam or the limit braking torque Tbm.

  In other words, during slip reduction control, even if the transmission reduction ratio is changed or the power transmission efficiency η is changed for some reason, this is recognized and reflected in the coefficient k. The torque amount Tam or the limit braking torque Tbm is calculated, and the drive torque Tac or the braking torque (regenerative torque) Tbr to be generated by the motor generator is generated so as to be the limit drive torque amount Tam or the limit braking torque Tbm. Thus, electric energy can be used or recovered efficiently.

  In other words, the road slip friction coefficient μm is calculated from the limit driving torque amount Tam or the limit braking torque amount Tbm and the vehicle body side information such as the current vehicle body weight W, and the motor generator 20 is based on the road slip friction coefficient μm. If the drive torque amount Taa (i) or the braking torque Tba (i) generated in the above is set, the hybrid between the previous acceleration or deceleration slip reduction control and the current acceleration or deceleration slip reduction control is established. Even when the state on the vehicle body side changes due to a change in the load amount mounted on the vehicle 1, the limit driving torque amount Tam or the limit braking torque amount Tbm is determined in consideration of the vehicle body side information indicating the state on the vehicle body side. By calculating and generating the calculated limit driving torque amount Tam or limit braking torque amount Tbm in the motor generator 20, electric energy can be efficiently obtained. Can be used or recovered.

  The slip generation end determination is made when the hybrid vehicle 1 stops, and the slip generation end determination is made, and even if the hybrid vehicle 1 does not stop, the slip generation does not occur from data such as experiments in advance from the first slip generation determination. The wax determination time Δts is set in advance, and when the determination time Δts has elapsed, the slip generation end determination is performed, or the determination of the last slip occurrence is made, and the maximum occurrence of the next slip will occur from data such as experiments in advance. The time Δtsc is set in advance as a determination time, and after the determination time Δtsc has elapsed, it is determined that there is little possibility of occurrence of slip and a slip generation end determination is made.

  Next, a hybrid vehicle control method according to an embodiment of the present invention will be described. This control method is a control method of the hybrid vehicle 1 that includes the engine 10 and the motor generator 20 and that can be driven independently by the motor generator 20. In this control method, the slip of the wheel 34 is accelerated when the hybrid vehicle 1 is accelerated. When the motor is traveling alone, the motor alone traveling is maintained. When the motor traveling alone is not performed, the motor is switched to the individual traveling and accelerated by the drive torque Tac from the motor generator 20. In this method, the slip of the wheel 34 is reduced by adjusting the drive torque amount Ta (i) generated by the motor generator 20.

  Further, in addition to the above method, the hybrid vehicle 1 can be regenerated by the motor generator 20, and when the hybrid vehicle 1 detects a slip of the wheel 34 when the hybrid vehicle 1 decelerates, the regenerative travel is performed. If the traveling is maintained and the regenerative travel is not performed, the travel is switched to the regenerative travel, the vehicle is decelerated by the braking torque Tbr by the motor generator 20, and the braking torque amount Tba (i) generated by the motor generator 20 in this travel state is adjusted. Thus, the slip of the wheel 34 is reduced.

  These control methods will be described in more detail with reference to the control flows of FIGS. The control flow in FIGS. 4 and 5 is performed when the acceleration or deceleration operation of the hybrid vehicle 1 is started and when the slip of the wheel 34 is detected during the acceleration or deceleration of the hybrid vehicle 1. It is shown as a control flow that starts from the control flow, performs a series of controls, and when a slip occurrence end determination is made, returns to the advanced control flow and ends with the advanced control flow. .

  After the slip occurrence end determination is made and the control flow returns to the advanced control flow, the normal hybrid vehicle control method is implemented. Depending on the operating state of the hybrid vehicle at that time, the engine alone traveling, the combined traveling, and the motor independent traveling are performed. The motor regeneration running is selected.

  In the control flow of FIG. 4, acceleration operation of the hybrid vehicle 1 is started, and in the advanced control flow, in the case of engine independent traveling that travels using only the engine 10 as a power source, the motor generator 20 is switched to motor independent traveling. The generation of the drive torque drive torque amount Tac is started, or in the case of motor independent travel, the generation of the drive torque Tac by the motor generator 20 is continued, and then the control of FIG. When the flow starts, as an initial setting in step S11, the slip flag Sf is reset to 0 to be turned off (Sf = 0), and the elapsed time ts used for the slip occurrence end determination is reset to 0 (ts = 0). . Further, the driving torque amount Taa (1) is set to the limit driving torque Tam when the immediately preceding slip reduction control is the acceleration slip reducing control, and when the immediately preceding slip reducing control is the deceleration slip reducing control, the limiting braking torque Tbm. To. Also, the count “i” is set to “1” (i = 1).

  In the next step S12, it is determined whether or not slip has occurred. This determination is made based on whether or not the slip occurrence detection device 51 has issued a signal for detecting the slip of the wheel 34. If a slip has occurred in the determination in step S12 (YES), the process goes to step S13 to perform torque reduction control.

  In the torque reduction control in step S13, the drive torque amount Taa (i) generated in the motor generator 20 is set by the preset drive decrease value ΔTa1 for each preset first control time Δt1. It decreases gradually. That is, the new drive torque amount Taa (i + 1) after the first control time Δt1 from the current time is set to “Taa (i + 1) = Taa (i) −ΔTa1” with respect to the current drive torque amount Taa (i). Further, the slip flag Sf indicating the slip is set to 1 to turn it on (Sf = 1), and the elapsed time ts used for the slip generation end determination is reset to 0 (ts = 0). And if 1st control time (DELTA) t1 passes, it will go to step S14.

  As part of the calculation of the limit drive torque Tam in step S14, the drive torque amount Taa (i + 1) is sequentially adopted as the value of the limit drive torque Tam. That is, “Tam = Taa (i + 1)”. Thus, when the occurrence of slip is eliminated, the value of the drive torque amount Taa (i + 1) that is smaller than the drive torque amount Taa (i) of the last occurrence of slip by the drive decrease value ΔTa1 becomes the limit drive torque Tam. Remain. In other words, the maximum drive torque amount Taa (i + 1) that does not slip becomes the limit drive torque Tam. After step S14, the process returns to step 12.

  If no slip has occurred in the determination in step S12 (NO), the process goes to step S15 to perform torque increase control. In this torque increase control, the drive torque amount Taa (i) generated in the motor generator 20 is sequentially increased by a preset drive increase value ΔTa2 for each preset second control time Δt2. To go. That is, a new drive torque amount Taa (i + 1) after the second control time Δt2 from the current time to the current drive torque amount Taa (i) is set to “Taa (i + 1) = Taa (i) + ΔTa2”. Further, the slip flag Sf indicating that the vehicle is slipping is set to 0 and turned off (Sf = 0). Further, the elapsed time ts used for the slip generation end determination is counted, and the second control time Δt2 is added to the elapsed time ts. Add (ts = ts + Δt2). And if 2nd control time (DELTA) t2 passes, it will go to step S16.

  In step S16, whether or not the elapsed time ts at which no slip has occurred is equal to or greater than the predetermined determination time tc (ts ≧ tc) is determined whether or not the slip has occurred, and the elapsed time ts is determined as the determination time tc. If the slip generation is completed, the process returns to the advanced flow. On the other hand, if the elapsed time ts is less than the determination time tc and the slip generation is not completed, the process returns to step S12.

  In the control flow illustrated in FIG. 5, acceleration operation of the hybrid vehicle 1 is started, and the engine alone travels using only the engine 10 as a power source or travels using both the engine 10 and the motor generator 20 as power sources. In the case of parallel running, switching to regenerative running is started and the generation of braking torque Tbr by the motor generator 20 is started, or in the case of motor independent running, switching to regenerative control is performed. Is continued, the braking torque Tdr is generated by the motor generator 20 and called from the advanced control flow. When the control flow of FIG. 5 starts, the slip flag Sf is reset to 0 as an initial setting in step S21. Then, it is turned off (Sf = 0), and the elapsed time ts used for the slip generation end determination is reset to 0 (ts = 0). Further, the braking torque amount Tba (1) is set to the limit drive torque Tam when the immediately preceding slip reduction control is the acceleration slip reduction control, and when the immediately preceding slip reduction control is the deceleration slip reduction control, the braking torque amount Tba (1). To. Also, the count “i” is set to “1” (i = 1).

  In the next step S22, it is determined whether or not slip has occurred. This determination is made based on whether or not the slip occurrence detection device 51 has issued a signal for detecting the slip of the wheel 34. If a slip has occurred in the determination in step S22 (YES), the process goes to step S23 to perform torque reduction control.

  In the torque reduction control in step S23, the braking torque amount Tba (i) generated in the motor generator 20 is set to a preset braking reduction value ΔTb1 for each preset third control time Δt3. It decreases gradually. In other words, a new braking torque amount Tba (i + 1) after the third control time Δt3 from the current time is set to “Tba (i + 1) = Tba (i) −ΔTb1” with respect to the current braking torque amount Tba (i). Further, the slip flag Sf indicating the slip is set to 1 to turn it on (Sf = 1), and the elapsed time ts used for the slip generation end determination is reset to 0 (ts = 0). When the third control time Δt3 has elapsed, the process goes to step S24.

  In step S24, as part of the calculation of the limit braking torque Tbm, the braking torque amount Tba (i + 1) is sequentially adopted as the value of the limit braking torque Tbm. That is, “Tbm = Tba (i + 1)”. Thus, when the occurrence of slip is eliminated, the value of the braking torque amount Tba (i + 1) that is smaller than the braking torque amount Tba (i) of the last occurrence of slip by the braking decrease value ΔTb1 becomes the limit braking torque Tbm. Remain. In other words, the maximum braking torque amount Tba (i + 1) that does not slip becomes the limit braking torque Tbm. After step S24, the process returns to step 22.

  On the other hand, if no slip has occurred in the determination in step S22 (NO), the process goes to step S25 to perform torque increase control. In this torque increase control, the braking torque amount Tba (i) generated in the motor generator 20 is sequentially increased by a preset braking increase value ΔTb2 every preset fourth control time Δt4. To go. That is, a new braking torque amount Tba (i + 1) after the fourth control time Δt4 from the current time is set to “Tba (i + 1) = Tba (i) + ΔTb2” with respect to the current braking torque amount Tba (i). In addition, the slip flag Sf indicating that the vehicle is slipping is set to 0 and turned off (Sf = 0). Further, the elapsed time ts used for the slip generation end determination is counted, and the fourth control time Δt4 is added to the elapsed time ts. Add (ts = ts + Δt4). And if 4th control time (DELTA) t4 passes, it will go to step S26.

  In step S26, whether or not the elapsed time ts at which no slip has occurred is equal to or greater than the predetermined determination time tc (ts ≧ tc) is determined to determine whether or not the slip has occurred, and the elapsed time ts is determined as the determination time tc. If the slip generation is completed, the process returns to the advanced flow. On the other hand, if the elapsed time ts is less than the determination time tc and the slip generation is not completed, the process returns to step S22.

  When the acceleration operation of the hybrid vehicle 1 is started again after the control flow of FIG. 4, the limit drive torque Tam at the previous time, that is, immediately before the acceleration operation, is the torque reduction control in step S13, or Since this is the initial value Taa (1) of the torque increase control in step S14, the limit drive torque Tam can be reached in a short time.

  On the other hand, when the deceleration operation of the hybrid vehicle 1 in the control flow of FIG. 5 is started after the control flow of FIG. 4, the limit drive torque Tam at the previous time, that is, immediately before the acceleration operation, is as shown in FIG. This is the initial value of the torque reduction control in step S23 or the torque increase control torque Tba (1) in step S24 in the control flow, so that the limit braking torque Tbm can be reached in a short time.

  Further, after the control flow of FIG. 5, when the acceleration operation of the hybrid vehicle 1, which is the control flow of FIG. 4, is started, the limit braking Tbm at the previous time, i.e., immediately before the deceleration operation, is calculated in step S <b> 13. Since the torque reduction control or the initial value Taa (1) of the torque increase control in step S14 is reached, the limit drive torque Tam can be reached in a short time.

  On the other hand, when the deceleration operation of the hybrid vehicle 1 is started again after the control flow of FIG. 5, the limit braking torque Tbm at the previous time, that is, immediately before the deceleration operation, is the torque reduction control of step S23, or Since the initial value Tba (1) of the torque increase control in step S24 is reached, the limit braking torque Tbm can be reached in a short time.

  Regarding the slip occurrence end determination method, in the control flow of FIGS. 4 and 5, the slip occurrence ends when the elapsed time ts during which no slip has occurred is equal to or greater than a preset determination time tc (ts ≧ tc). However, there are other methods for determining whether or not the hybrid vehicle 1 has reached the target speed at the time of acceleration, or whether the elapsed time ts1 from the start of slip generation is equal to or greater than a predetermined determination time tc1. There is a method of determining by no or the like, and these may be used in combination.

  According to the hybrid vehicle 1 and the hybrid vehicle control method of the embodiment having the above-described configuration, when the driving force is applied to the wheels 34 when the hybrid vehicle 1 is accelerated, the ASR (anti-anti-motor) that prevents the wheels 34 from slipping. Even when the slip regulator) is operated, the running control by the motor generator 20 is continued or started, and the driving torque amount Taa (i) is finely adjusted by the motor generator 20, so that the wheel 34 slips. And control of the hybrid vehicle 1 can be maintained. In addition, fuel efficiency can be further improved by finely adjusting the driving energy with the motor generator 20 and efficiently using the electric energy.

  Further, even when an ABS (anti-lock braking system) that prevents the wheels 34 from locking is activated when a braking force is applied to the wheels 34 when the hybrid vehicle 1 is decelerated, the motor generator 20 travels. The control can be continued and the motor generator 20 can finely adjust the braking torque amount Tba (i) to prevent the wheels 34 from being locked and maintain the control of the hybrid vehicle 1, and the motor generator By recovering regenerative energy at 20 and efficiently using electric energy, fuel efficiency can be further improved.

  In addition, when the control device 40 is constituted by each of the above-described means, the drive torque amount Taa (i) generated in the motor generator 20 can be generated by slip generation with relatively simple control and in a shorter time. The value can be adjusted so that the target speed can be reached with a small amount of energy while preventing. In addition, the braking torque amount (regenerative torque amount) Tba (i) generated by the motor generator can be obtained in a relatively short period of time with a relatively simple control while preventing slippage. Can be adjusted to any value.

1 Hybrid vehicle (HEV)
2 Hybrid system 10 engine (internal combustion engine)
11 Exhaust passage 12 Exhaust gas purification device 12a NOx reduction catalyst device 12b PM collection filter device 13 Torque converter 14 Engine travel clutch 20 Motor generator (motor / generator for travel)
22 Battery 23 Motor running clutch 30 Transmission 31 Propeller shaft 32 Differential (differential gear)
33 Axle 34 Wheel 35 Wheel sensor 40 Controller 41 Acceleration slip reduction control means 41a Drive torque increase / decrease control means 41b Limit drive torque calculation means 41c Constant torque acceleration control means 41d Acceleration repetition control means 42 Deceleration slip reduction control means 42a Braking torque increase / decrease control means 42b Limit braking torque calculation means 42c Constant torque deceleration control means 42d Repetition control means 51 during deceleration Slip occurrence detection device Sf Slip flag ts, tc1 Time for determination ts Elapsed time after completion of slip ts1 After slip start Elapsed time Tma Driving torque amount Tmb immediately after slip detection stops Driving torque amount Tm (i), Tm (i + 1) driving torque amount W that does not generate slip W Body weight α Deceleration Δt1 First control time Δt2 First 2 Control time ΔTm1 Control decrease value Δ Tm2 Increase value for control μ Road friction coefficient

Claims (10)

In a hybrid vehicle comprising an internal combustion engine and a motor generator and capable of motor independent travel by the motor generator,
A slip occurrence detecting device for detecting the occurrence of slipping of the wheel;
A control device for controlling the hybrid vehicle includes:
When the slip of the wheel is detected by the slip occurrence detection device during acceleration of the hybrid vehicle,
When the motor is running alone, the motor is kept alone; when the motor is not running alone, it is switched to the motor traveling alone, and accelerated by the driving torque by the motor generator,
It is characterized by comprising an acceleration slip reduction control means for performing an acceleration slip reduction control for reducing the slip of the wheel by adjusting the amount of driving torque generated by the motor generator in this traveling state. Hybrid vehicle.   The limit driving torque amount at which slip occurs is calculated, and the road surface friction coefficient is calculated using the vehicle body side information including the weight of the vehicle body when the limit driving torque amount is calculated. Thereafter, the road surface sliding friction coefficient is calculated. And calculating the limit drive torque amount at the time of control using the vehicle body side information at the time of control, and adjusting the drive torque amount generated by the motor generator so as to be the limit drive torque amount. The hybrid vehicle according to claim 1. When the control device detects a slip of a wheel by the slip occurrence detection device in the acceleration slip reduction control, the controller decreases the drive torque amount, and when the slip occurrence detection device does not detect a wheel slip. Drive torque increase / decrease control means for performing drive torque increase / decrease control for increasing the drive torque amount, limit drive torque calculation means for calculating a limit drive torque amount that is the drive torque amount immediately before the occurrence of slip, and the limit drive torque Constant torque acceleration control means for controlling the drive torque amount to the limit drive torque amount calculated by the calculation means, and performing the motor independent travel for a preset travel time or a preset travel distance;
Each time the travel time or travel distance is exceeded, the acceleration slip reduction control, the calculation of the limit drive torque amount by the limit drive torque calculation means, and the constant drive torque amount by the constant torque acceleration control means 3. The hybrid vehicle according to claim 1, further comprising: an acceleration repetition control unit configured to repeat the control for repeating the independent traveling until a preset end condition is satisfied. The hybrid vehicle can be regeneratively driven by the motor generator,
The control device is
When the hybrid vehicle decelerates, when the slip occurrence detection device detects wheel slip,
Maintaining the regenerative travel when the regenerative travel is in progress, switching to the regenerative travel when the regenerative travel is not, and decelerating with the braking torque by the motor generator,
It is characterized by comprising a deceleration slip reduction control means for performing deceleration slip reduction control for reducing the slip of the wheel by adjusting the amount of braking torque generated by the motor generator in this traveling state. The hybrid vehicle according to any one of claims 1 to 3.   The limit braking torque amount at which slip occurs is calculated, and the road surface friction coefficient is calculated using the vehicle side information including the weight of the vehicle body when the limit braking torque amount is calculated. Thereafter, the road surface sliding friction coefficient is calculated. And calculating the limit braking torque amount at the time of control using the vehicle body side information at the time of control, and adjusting the amount of braking torque generated by the motor generator so as to be the limit braking torque amount. The hybrid vehicle according to claim 4. In the slip reduction control during deceleration, the control device decreases the braking torque when the slip occurrence detection device detects a wheel slip, and the slip occurrence detection device does not detect the wheel slip. Braking torque increase / decrease control means for performing braking torque increase / decrease control for increasing the braking torque amount, limit braking torque calculation means for calculating a limit braking torque amount that is the braking torque amount immediately before the occurrence of slip, and the limit braking torque Constant torque deceleration control means for controlling the braking torque amount to the limit braking torque amount calculated by the calculating means, and performing the regenerative travel during a preset travel time or a preset travel distance;
Each time the travel time or travel distance is exceeded, the slip reduction control during deceleration, the calculation of the limit braking torque amount by the limit braking torque calculation means, and the regeneration torque with a constant drive torque amount by the constant torque deceleration control means. 6. The hybrid vehicle according to claim 4 or 5, further comprising a deceleration repetition control means for performing control to repeat the running until a preset end condition is satisfied. The control device is
When performing the acceleration slip reduction control, the limit drive torque amount calculated by the limit drive torque calculation means in the immediately preceding acceleration slip reduction control, or the limit braking in the immediately preceding deceleration slip reduction control. The hybrid vehicle according to claim 6, wherein the limit drive torque amount calculated by the torque calculation unit is used as an initial value of the drive torque amount of the drive torque increase / decrease control unit. The control device is
When performing the slip reduction control at the time of deceleration, the limit drive torque amount calculated by the limit drive torque calculation means in the immediately preceding acceleration slip reduction control, or the limit braking by the immediately preceding deceleration slip reduction control The hybrid vehicle according to claim 6, wherein the limit driving torque amount calculated by the torque calculating unit is used as an initial value of the braking torque amount of the braking torque increase / decrease control unit. In a control method of a hybrid vehicle comprising an internal combustion engine and a motor generator and capable of motor independent travel by the motor generator,
When a wheel slip is detected during acceleration of the hybrid vehicle,
When the motor is running alone, the motor is kept alone. When the motor is not running alone, the motor is switched to the motor running and accelerated by the driving torque of the motor generator. A control method for a hybrid vehicle, wherein the wheel slip is reduced by adjusting an amount of driving torque generated by the machine. Furthermore, the hybrid vehicle can be regenerated by the motor generator,
When wheel slip is detected during deceleration of the hybrid vehicle,
When the regenerative travel is in progress, the regenerative travel is maintained. When the regenerative travel is not performed, the regenerative travel is switched to the regenerative travel, and the motor generator is decelerated by the braking torque generated by the motor generator. The hybrid vehicle control method according to claim 9, wherein the wheel slip is reduced by adjusting a braking torque amount.

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