JP3651469B2 - Transmission control device - Google Patents

Transmission control device Download PDF

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Publication number
JP3651469B2
JP3651469B2 JP2002374973A JP2002374973A JP3651469B2 JP 3651469 B2 JP3651469 B2 JP 3651469B2 JP 2002374973 A JP2002374973 A JP 2002374973A JP 2002374973 A JP2002374973 A JP 2002374973A JP 3651469 B2 JP3651469 B2 JP 3651469B2
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Japan
Prior art keywords
torque
motor
transmission
shift
learning
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Expired - Fee Related
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JP2002374973A
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JP2004204959A (en
Inventor
竜哉 尾関
弘淳 遠藤
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トヨタ自動車株式会社
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Priority to JP2002374973A priority Critical patent/JP3651469B2/en
Priority claimed from CN2010101948959A external-priority patent/CN101844510B/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller which can prevent deterioration of transmission shocks caused by a transmission interposed between a motor and an output member. <P>SOLUTION: The motor capable of electrically controlling torque is connected to the input side. And at the same time, a gear ratio is set corresponding to an engaging/releasing state of a frictional engagement device in the controller for a transmission. The controller is provided with learning means (steps S28, S32, S33, S35, and S36) to learn the relation between the torque capacity and engagement pressure of the frictional engagement device on the basis of the torque generated with the motor and the engagement pressure of the frictional engagement device and a speed change control means to execute the speed change control of the transmission on the basis of the learning results by the learning means. <P>COPYRIGHT: (C)2004,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a transmission in which a gear ratio is set according to the engagement / release state of a friction engagement device, and in particular, an electric motor or a motor / generator capable of electrically controlling torque is connected. More specifically, the present invention relates to a control device for controlling a shift in a transmission incorporated in a hybrid drive device.
[0002]
[Prior art]
An example of a drive device in which a transmission is interposed between an electric motor and an output member is described in Japanese Patent Application Laid-Open No. 2002-225578 (Patent Document 1). The drive device is a hybrid drive device using an internal combustion engine and a motor / generator as power sources, and the internal combustion engine and the first motor / generator are connected via a torque synthesizing mechanism mainly composed of a planetary gear mechanism. The second motor / generator is connected to the output shaft connected to the torque synthesizing mechanism via a transmission capable of shifting in two steps.
[0003]
The first motor / generator mainly controls the rotational speed of the internal combustion engine and generates electric power, whereas the second motor / generator assists the output shaft torque or assists the braking force. Is for. In addition, the transmission can shift between a so-called direct connection stage and a low speed stage by switching the engagement / release state of the two friction engagement devices. When the vehicle speed increases and the vehicle speed increases, the speed of the second motor / generator is reduced relatively by shifting to a high speed to prevent power loss. Yes. The speed change reduces the engagement pressure of one friction engagement device and increases the engagement pressure of the other friction engagement device, thereby rotating the rotation speed of the second motor / generator or the other rotation member. It is executed by changing.
[0004]
Further, conventionally, a hybrid drive device incorporating a transmission learns the initial hydraulic pressure of a friction engagement device involved in the transmission of the transmission based on a torque correction amount of a motor that inputs torque to the transmission. An apparatus configured as described above is disclosed in Japanese Patent Laid-Open No. 9-32237 (Patent Document 2).
[0005]
[Patent Document 1]
JP 2002-225578 (paragraphs 0047-0054, FIG. 3)
[Patent Document 2]
JP-A-9-32237 (paragraphs 0074 to 0078)
[0006]
[Problems to be solved by the invention]
When a shift is executed by the transmission in the apparatus described in the above-mentioned Japanese Patent Application Laid-Open No. 2002-225578, if a torque fluctuation accompanying the shift is large, this appears as a change in the output shaft torque, resulting in a shock. Since the main factor of the torque change is an inertia torque resulting from the change in the rotation speed, the shift control is performed so that the rotation speed during a shift of a predetermined rotating member such as the second motor / generator smoothly changes. It is normal. However, for example, in the case of a shift when so-called torque assist is performed by the second motor / generator, the torque capacity in the transmission, that is, the torque capacity of the friction engagement device involved in the shift affects the output shaft torque. Further, when controlling the torque transmitted from the internal combustion engine to the output shaft by controlling the first motor / generator at the time of shifting, torque control of the first motor / generator according to the torque capacity in the transmission is required. .
[0007]
However, the relationship between the engagement pressure of a friction engagement device such as a clutch or brake and the torque capacity is not constant due to individual differences or changes over time, so the torque that appears on the output shaft during a shift is different from that assumed. This can cause shock to worsen. In addition, in a hybrid drive device, when performing so-called torque assist at the time of shifting by an electric motor such as a motor / generator, the torque of the electric motor differs from the required torque, resulting in a decrease in output shaft torque. Or, on the contrary, it may become excessive and shock may occur.
[0008]
The invention described in Japanese Patent Laid-Open No. 9-32237 described above is configured to control the speed of progress of the shift by the motor torque and to learn the initial engagement pressure based on the motor torque. Although it is possible to learn the initial engagement pressure that optimizes the change in the number of rotations at the time, the relationship between the torque capacity of the friction engagement device involved in the shift and the engagement pressure cannot be obtained accurately.
[0009]
The present invention has been made paying attention to the above technical problem, and it is possible to prevent a shock by controlling the transmission by accurately grasping the relationship between the torque capacity and the engagement pressure of the friction engagement device. An object of the present invention is to provide a control device that can be reduced.
[0010]
[Means for Solving the Problem and Action]
In order to achieve the above object, the present invention can accurately detect the torque of the electric motor connected to the input side of the transmission. Therefore, the torque capacity of the friction engagement device is obtained based on the torque of the electric motor, The present invention is characterized in that the shift control of the transmission is performed based on the relationship between the torque capacity and the engagement pressure. Specifically, according to the first aspect of the present invention, an electric motor capable of electrically controlling torque is connected to the input side, and the gear ratio is set according to the engagement / release state of the friction engagement device. Learning means for learning a relationship between the torque capacity and the engagement pressure of the friction engagement device based on the torque generated by the electric motor and the engagement pressure of the friction engagement device in the transmission control device And a shift control means for performing shift control of the transmission based on a learning result by the learning means.
[0011]
Therefore, in the first aspect of the present invention, the torque capacity of the friction engagement device and the torque of the motor connected to the input side of the transmission correspond to each other, so that a predetermined engagement pressure acts on the friction engagement device. The torque capacity in the state of being engaged can be obtained based on the torque of the electric motor, and as a result, the relationship between the engagement pressure of the friction engagement device and the torque capacity is learned. Based on the learning result, the shift in the transmission is controlled. Therefore, the output torque or output shaft torque of the transmission reflected by the torque capacity of the friction engagement device is controlled as expected, and the deterioration of the shock is prevented or suppressed.
[0012]
According to a second aspect of the invention, in the first aspect of the invention, the transmission is incorporated in a hybrid drive device in which torque of the electric motor is transmitted to an output member to which torque is transmitted from a main power source, and the speed change is performed. The output member is connected to the output side of the machine, and the shift control means includes means for controlling the torque of the electric motor or the main power source during a shift in the transmission based on a learning result by the learning means. This is a control device characterized by that.
[0013]
Therefore, in the invention of claim 2, the transmission is a transmission in a hybrid drive device, and torque is exchanged with an output member to which torque is transmitted from a main power source. For this reason, the torque of the output member changes depending on the torque capacity of the friction engagement device constituting the transmission, and the torque capacity is learned as a relationship with the engagement pressure. Alternatively, the torque of the main power source is controlled. In that case, since the relationship between the engagement pressure and the torque capacity is accurately determined, the torque of the output member can be accurately determined by controlling the torque of the electric motor or the main power source based on the engagement pressure at the time of shifting. As a result, the deterioration of shock is prevented or suppressed.
[0014]
Further, according to the invention of claim 3, an electric motor capable of electrically controlling torque is connected to the input side, and the number of rotations of a predetermined rotating member during gear shifting adjusts the engagement pressure of the friction engagement device. The torque during the shift of the output member controlled by the output side is further generated by the motor in the transmission control device controlled by the main power source or the motor connected to the output member. Learning means for learning the relationship between the torque capacity and the engagement pressure of the friction engagement device based on the torque and the engagement pressure of the friction engagement device, and during a shift based on the learning result by the learning means And a torque control means for controlling a torque of the main power source or the electric motor.
[0015]
Therefore, in the invention of claim 3, the rotational speed of the predetermined rotating member during the shift is controlled by adjusting the engagement pressure of the friction engagement device, and the torque of the output member during the shift is the main power source or It is controlled by controlling the torque of the electric motor. Further, the relationship between the engagement pressure of the friction engagement device and the torque capacity is learned based on the torque of the electric motor connected to the transmission. The engagement pressure is controlled to control the number of revolutions during a shift. Since the torque capacity corresponding to the engagement pressure is learned and the relationship between the two is accurately obtained, the main relationship is determined based on the engagement pressure. By controlling the torque of the power source or the electric motor, the torque of the output member during the shift is controlled as expected, and as a result, the deterioration of the shock is prevented or suppressed.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described based on specific examples. First, the transmission targeted by the present invention will be described. The transmission targeted by the present invention is incorporated in a hybrid drive device for a vehicle as an example, and as shown in FIG. The torque of the source 1 is transmitted to the output member 2, and the torque is transmitted from the output member 2 to the drive wheel 4 through the differential 3. On the other hand, an assist power source 5 capable of power running control that outputs driving force for traveling or regenerative control that recovers energy is provided, and this assist power source 5 is connected to the output member 2 via a transmission 6. Has been. Therefore, the torque capacity between the assist power source 5 and the output member 2 is increased or decreased according to the gear ratio set by the transmission 6.
[0017]
The transmission 6 can be configured such that the transmission gear ratio to be set is “1” or more. With this configuration, the assist power source 5 can operate at the time of powering that outputs torque from the assist power source 5. Since the output torque can be increased and transmitted to the output member 2, the assist power source 5 can be reduced in capacity or size. However, since it is preferable to maintain the driving efficiency of the assist power source 5 in a good state, for example, when the rotation speed of the output member 2 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 5 Reduce the speed. Moreover, when the rotation speed of the output member 2 falls, a gear ratio may be increased.
[0018]
In the case of such a shift, the torque capacity capacity in the transmission 6 is reduced, or an inertia torque is generated due to a change in the rotational speed, which affects the torque of the output member 2, that is, the output shaft torque. Therefore, the above hybrid drive device is controlled so as to prevent or suppress the torque fluctuation of the output member 2 by correcting the torque of the main power source 1 when shifting by the transmission 6.
[0019]
More specifically, as shown in FIG. 6, the main power source 1 includes an internal combustion engine 10, a motor / generator (hereinafter referred to as a first motor / generator or MG 1) 11, the internal combustion engine 10, A planetary gear mechanism 12 for synthesizing or distributing torque with one motor / generator 11 is mainly used. The internal combustion engine (hereinafter referred to as an engine) 10 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and includes a throttle opening (intake amount), a fuel supply amount, ignition. It is configured so that the operation state such as time can be electrically controlled. The control is performed by, for example, an electronic control unit (E-ECU) 13 mainly composed of a microcomputer.
[0020]
The first motor / generator 11 is a synchronous motor as an example, and is configured to generate a function as a motor and a function as a generator, and is connected to a power storage device 15 such as a battery via an inverter 14. ing. By controlling the inverter 14, the output torque or regenerative torque of the first motor / generator 11 is set appropriately. In order to perform the control, an electronic control unit (MG1-ECU) 16 mainly including a microcomputer is provided.
[0021]
Further, the planetary gear mechanism 12 meshes with a sun gear 17 that is an external gear, a ring gear 18 that is an internal gear disposed concentrically with the sun gear 17, and the sun gear 17 and the ring gear 18. This is a known gear mechanism that generates a differential action using the carrier 19 that holds the pinion gear so as to rotate and revolve freely as three rotating elements. An output shaft of the internal combustion engine 10 is connected via a damper 20 to a carrier 19 that is a first rotating element. In other words, the carrier 19 is an input element.
[0022]
On the other hand, the 1st motor generator 11 is connected with the sun gear 17 which is a 2nd rotation element. Therefore, the sun gear 17 is a so-called reaction force element, and the ring gear 18 that is the third rotation element is an output element. The ring gear 18 is connected to the output member (that is, the output shaft) 2.
[0023]
On the other hand, the transmission 6 is constituted by a set of Ravigneaux type planetary gear mechanisms in the example shown in FIG. That is, a first sun gear (S1) 21 and a second sun gear (S2) 22 that are external gears are provided, and the short pinion 23 is engaged with the first sun gear 21 and the short pinion 23 is thereby engaged. The long pinion 24 meshes with a long pinion 24 having a long shaft length, and the long pinion 24 meshes with a ring gear (R) 25 disposed concentrically with the sun gears 21 and 22. Each of the pinions 23 and 24 is held by a carrier (C) 26 so as to rotate and revolve. Further, the second sun gear 22 meshes with the long pinion 24. Accordingly, the first sun gear 21 and the ring gear 25 constitute a mechanism corresponding to a tuple pinion type planetary gear mechanism together with the pinions 23 and 24, and the second sun gear 22 and the ring gear 25 together with the long pinion 24 constitute a single pinion type planetary planet. A mechanism corresponding to the gear mechanism is configured.
[0024]
A first brake B1 that selectively fixes the first sun gear 21 and a second brake B2 that selectively fixes the ring gear 25 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate a braking force by a frictional force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes B1 and B2 are comprised so that the torque capacity may change continuously according to the engagement pressure by hydraulic pressure, electromagnetic force, etc. Further, the assist power source 5 is connected to the second sun gear 22, and the carrier 26 is connected to the output shaft 2.
[0025]
Therefore, in the transmission 6 described above, the second sun gear 22 is a so-called input element, and the carrier 26 is an output element. By engaging the first brake B1, the speed ratio is higher than “1”. A stage is set, and the second brake B2 is engaged instead of the first brake B1, so that a low speed stage having a higher gear ratio than the high speed stage is set. The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 27 mainly composed of a microcomputer for performing the control is provided.
[0026]
In the example shown in FIG. 6, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter, referred to as a second motor generator or MG2) are adopted as the assist power source 5. Yes. The second motor / generator 5 is connected to a battery 29 via an inverter 28. The inverter 28 is controlled by an electronic control unit (MG2-ECU) 30 mainly composed of a microcomputer, so that power running and regeneration and torque in each case are controlled. The battery 29 and the electronic control unit 30 can be integrated with the inverter 14 and the battery (power storage device) 15 for the first motor / generator 11 described above.
[0027]
If the collinear diagram of the single pinion type planetary gear mechanism 12 as the torque synthesizing / distributing mechanism described above is shown, it is as shown in FIG. 7 (A), and it corresponds to the torque output from the engine 10 input to the carrier 19. When the reaction torque generated by the first motor / generator 11 is input to the sun gear 17, a torque larger than the torque input from the engine 10 appears in the ring gear 18 serving as an output element. In this case, the first motor / generator 11 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 18 is constant, the rotation speed of the engine 10 is continuously (steplessly) changed by changing the rotation speed of the first motor / generator 11 to be larger or smaller. Can be made. That is, the control for setting the rotational speed of the engine 10 to, for example, the rotational speed with the best fuel efficiency can be performed by controlling the first motor / generator 11. This type of hybrid type is called a mechanical distribution type or a split type.
[0028]
A collinear diagram of the Ravigneaux planetary gear mechanism constituting the transmission 6 is as shown in FIG. That is, if the ring gear 25 is fixed by the second brake B2, the low speed stage L is set, and the torque output from the second motor / generator 5 is amplified according to the gear ratio and applied to the output shaft 2. On the other hand, if the first sun gear 21 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor / generator 5 is increased according to the gear ratio and applied to the output shaft 2.
[0029]
In the state where the gears L and H are constantly set, the torque applied to the output shaft 2 is a torque obtained by increasing the output torque of the second motor / generator 5 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 2 is a positive torque when the second motor / generator 5 is driven, and a negative torque when the second motor / generator 5 is driven.
[0030]
The hybrid drive device described above includes two power sources, ie, the main power source 1 and the assist power source 5, so that these are effectively used to perform an operation with low fuel consumption and a small amount of exhaust gas. Even when the engine 10 is driven, the rotation speed of the engine 10 is controlled by the first motor / generator 11 so as to achieve optimum fuel consumption. Further, the inertia energy of the vehicle is regenerated as electric power during the coast. When driving the second motor / generator 5 for torque assist, when the vehicle speed is low, the transmission 6 is set to the low speed stage L to increase the torque applied to the output shaft 2 and when the vehicle speed is increased. The transmission 6 is set to the high speed stage H to relatively reduce the rotational speed of the second motor / generator 5 to reduce the loss, and efficient torque assist is executed.
[0031]
An example of such basic control for the hybrid drive apparatus described above is shown in the flowchart of FIG. In the example shown in FIG. 8, first, the shift position is detected (step S1). This shift position refers to the engine rotation speed relative to the rotation speed of the parking P for maintaining the vehicle in a stopped state, the reverse R for reverse travel, the neutral N for the neutral state, the drive D for forward travel, and the output shaft 2. Each state is selected by a shift device (not shown) such as an engine brake S that maintains relatively large and increases driving torque or increases braking force during coasting. In step S1, reverse, drive, Each shift position of the engine brake is detected.
[0032]
Next, the required driving force is determined (step S2). For example, the required driving force is determined based on information relating to the running state of the vehicle such as the shift position, the accelerator opening, and the vehicle speed, and information stored in advance such as a driving force map.
[0033]
Further, the gear position is determined based on the required driving force determined in step S2 (step S3). That is, the speed stage to be set by the transmission 6 is determined to be the low speed stage L or the high speed stage H.
[0034]
It is determined whether or not a shift to a gear position to be set by the transmission 6 is in progress (step S4). This determination is a determination as to whether or not a shift should be executed. If the shift stage determined in step S3 is different from the shift stage set at that time, an affirmative determination is made in step S4. Is done.
[0035]
If an affirmative determination is made in step S4, the hydraulic pressure is controlled so as to execute a shift for setting the gear determined in step S3 (step S5). This hydraulic pressure is the hydraulic pressure of each of the brakes B1 and B2 described above. For example, for the brake on the engagement side, the hydraulic pressure is increased to a predetermined low hydraulic pressure after the first fill for temporarily increasing the hydraulic pressure in order to obtain a state immediately before the engagement. The low pressure standby control to be maintained is performed. On the other hand, for the brake on the release side, after stepping down to a predetermined hydraulic pressure, the hydraulic pressure is lowered so as to be gradually released according to the rotational speed of the second motor / generator 5. Take control.
[0036]
Since the torque transmitted between the second motor / generator 5 and the output shaft 2 is limited by controlling the engagement pressures of the brakes B1 and B2 in this way, the output torque is reduced in the power-on state. To do. Since the amount of torque decrease depends on the torque capacity of the brakes B1 and B2 in the transmission 6, the brake torque is estimated (step S6). This can be estimated based on the hydraulic pressure command values and maps of the brakes B1 and B2.
[0037]
Since the estimated brake torque corresponds to the reduction amount of the output torque, a torque compensation control amount (MG1 target rotational speed) by the main power source 1 for compensating for the reduction of the output torque is obtained (step S7). In the hybrid drive apparatus shown in FIG. 6, the main power source 1 is constituted by the engine 10, the first motor / generator 11, and the planetary gear mechanism 12. Torque compensation can be performed. Accordingly, in step S7, the compensation control amount of the first motor / generator 11 is obtained.
[0038]
As described above, the shift in the transmission 6 is executed by changing the engagement / release state of the brakes B1 and B2, and the output shaft torque may decrease in the process. In order to compensate the decrease by the second motor / generator 5, the output torque of the second motor / generator 5 is temporarily increased. On the other hand, the output torque of the second motor / generator 5 may be reduced in order to reduce the thermal load applied to the friction material in the inertia phase during shifting. Therefore, together with the calculation of the correction control amount of the first motor / generator 11, the torque correction amount of the second motor / generator 5 is obtained (step S8).
[0039]
Next, each control amount or correction amount obtained as described above is output. That is, a command signal for controlling the brake hydraulic pressure obtained in step S5 is output (step S9), and a command signal for setting the MG1 target rotational speed obtained in step S7 is output (step S10). A command signal for setting the torque of the second motor / generator 5 obtained in S8 is output (step S11).
[0040]
On the other hand, if a negative determination is made in step S4 because the gear is not being shifted, the brake hydraulic pressure during steady running (non-shifting) is calculated (step S12). The brake hydraulic pressure is a hydraulic pressure for setting a torque capacity corresponding to the torque transmitted between the second motor / generator 5 and the output shaft 2, and therefore, between the second motor / generator 5 and the output shaft 2. It can be calculated based on the torque that is required to be transmitted.
[0041]
Further, the torque of the second motor / generator 5 during steady running is calculated (step S13). During steady running, the engine 10 is controlled to improve fuel efficiency, and the second motor / generator 5 compensates for excess or deficiency of the output of the main power source 1 with respect to the required driving force in that state. The torque of the generator 5 can be calculated based on the torque output by the engine 10 and the first motor / generator 11 and the required torque.
[0042]
As described above, the number of revolutions of the engine 10 can be controlled by the first motor / generator 11, and the engine 10 is operated so as to achieve optimum fuel consumption in a steady running state. The number of revolutions that optimizes the fuel consumption of the engine 10 is calculated as a target (step S14).
[0043]
Thereafter, the process proceeds to step S9 to step S11 described above, a command signal for setting the brake hydraulic pressure obtained in step S12, a command signal for setting the torque of the second motor generator 5 obtained in step S13, Command signals for setting the rotation speed of the first motor / generator 11 calculated in step S14 are output.
[0044]
According to the control shown in FIG. 8 described above, the torques of the motor generators 5 and 11 are controlled in order to compensate for the output shaft torque during the shift. The brake torque is estimated as a premise of the control, and this is performed based on the engagement pressure of each brake B1, B2 and its command value. That is, it is assumed that the engagement pressure corresponds to the brake torque. Therefore, in the control device of the present invention, the learning control shown in FIGS. 1 and 2 is executed in order to make the relationship between the engagement pressure and the brake torque (torque capacity) accurate.
[0045]
First, the learning control example shown in FIG. 1 is an example in which learning is performed at the time of shifting, and therefore whether or not the mode for performing learning at the time of shifting is selected, in other words, the forced learning mode in which only learning is performed is not selected. Is determined (step S21). The forced learning mode will be described later.
[0046]
If the determination in step S21 is affirmative, it is determined whether or not a shift is being performed (step S22). The shift determination in the transmission 6 is based on a shift map using the vehicle speed or output shaft speed, the accelerator opening, the required driving force, and the like as parameters, as in the shift determination in a normal automatic transmission for vehicles. Therefore, the determination in step S22 can be made based on whether or not the shift determination is satisfied or the control associated with the determination is started.
[0047]
If a negative determination is made in step S22, that is, if the gear is not being shifted, learning is not performed (step S23). The step S23 is a so-called learning prohibition step. For example, a flag prohibiting learning control is turned ON. Then return.
[0048]
On the other hand, if a positive determination is made in step S22 because the gear is being shifted, it is determined whether or not a control signal for shifting is output (step S24). The control signal is, for example, a control signal that substantially starts a shift by reducing the engagement pressure of a friction engagement device that has been engaged to set a shift stage before a shift. If there is a shift output at the determination time in step S24, a positive determination is made in step S24, and if a shift output has already been made, a negative determination is made in step S24. If the determination in step S24 is affirmative, the shift sequence measurement timer (guard timer) is reset to zero and started (step S25). Thereafter, whether or not the guard timer has been established, that is, the guard. It is determined whether or not a predetermined time has elapsed since the timer was started (step S26).
[0049]
On the other hand, if a negative determination is made in step S24 because there is already a shift output, the guard timer has already been started, so the routine immediately proceeds to step S26 and the guard timer is started in advance. It is determined whether or not a predetermined time has elapsed. The reason why the predetermined time has elapsed in step S26 is to prevent erroneous learning when the torque capacity is extremely reduced due to an abnormality in the hydraulic pressure immediately after the start of shifting. In this step S26, it is also possible to determine whether or not the learning prerequisites such as no sudden change in driving force, oil temperature is equal to or higher than a predetermined value, and no failure in the control device are satisfied. Good.
[0050]
Therefore, if a negative determination is made in step S26, it is not a situation in which learning control is executed, so the process proceeds to step S23 described above and learning is prohibited. On the contrary, if the determination in step S26 is affirmative, it is determined whether or not the determination of motor blow-up has been established (step S27).
[0051]
In the transmission 6 described above, the shift is executed by so-called re-holding that releases one brake B1 (or B2) and engages the other brake B2 (or B1). Therefore, when shifting in the power-on state in which the second motor / generator 5 outputs torque, the torque capacity of the brake on the disengagement side (drain side) decreases, and the second motor / generator 5 Since the torque that has been acting to suppress the rotation of the second motor / generator is reduced, the rotational speed of the second motor / generator 5 is increased from the rotational speed corresponding to the gear ratio at that time. Therefore, the determination in step S27 can be made by determining whether or not the rotational speed Nm of the second motor / generator 5 satisfies the following condition.
[0052]
Upshift: Nm> No · γlow + α
Downshift: Nm> No · γhi + α
Here, No is the rotational speed of the output shaft 2, γlow is the gear ratio of the low speed stage L, γhi is the gear ratio of the high speed stage H, and α is a predetermined small value.
[0053]
If the determination of the increase in the rotational speed of the second motor / generator 5 is made and an affirmative determination is made in step S27, the torque Tmini and the drain of the second motor / generator 5 at that time only when the first determination is made. The output hydraulic pressure Pbt for the side brake is stored (stored) (step S28). Accordingly, since the torque capacity of the drain side brake and the torque of the second motor / generator 5 correspond to each other, the relationship between the oil pressure Pbt of the drain side brake and its torque capacity is determined.
[0054]
Next, feedback (FB) control of the drain side brake is executed (step S29). That is, based on the detected rotational speed difference, the drain-side brake is operated so that the rotational speed of the second motor / generator 5 becomes a rotational speed that is larger by a predetermined value than the rotational speed determined based on the speed ratio before the speed change. The engagement pressure is controlled.
[0055]
Next, it is determined whether or not the inertia phase has started, that is, whether or not the inertia phase is being determined (step S30). If a negative determination is made at step S27, the process immediately proceeds to step S30.
[0056]
When the brake engagement pressure, which has set the gear ratio before the shift, is gradually reduced by the feedback control, the rotational speed of the predetermined rotating member including the second motor / generator 5 becomes the gear ratio after the shift. It starts to change toward the corresponding rotational speed, and the inertial torque associated therewith appears as output shaft torque. Such a state is an inertia phase, which is determined by satisfying the following condition of the rotational speed Nm of the second motor / generator 5 in the same manner as the determination of the inertia phase in a normal vehicle automatic transmission. Can do.
Upshift: Nm <No · γlow -β (β is a predetermined value)
During downshifting: Nm> No. .Gamma.hi + .beta. (.Beta. Is a predetermined value)
[0057]
If a negative determination is made in step S30 because the inertia phase does not start, the routine returns and the previous control state is continued. On the other hand, when an affirmative determination is made in step S30 by starting the inertia phase, a change gradient of the actual rotational speed of the second motor / generator 5 and a change gradient set in advance as a target value are obtained. Deviation ΔNmerr is calculated (step S31). This deviation ΔNmerr corresponds to the difference between the estimated torque capacity corresponding to the engagement pressure at that time and the actual torque capacity. An average value within a predetermined time after the start of the inertia phase can be adopted as the gradient of change in the actual rotational speed of the second motor / generator 5.
[0058]
The inertia phase is generated when the engagement pressure of the drain side brake is sufficiently reduced and the engagement pressure of the engagement side (apply side) brake that sets the gear ratio after the shift is increased. The output hydraulic pressure Pbt1 on the apply side is stored (stored) (step S32). As the output hydraulic pressure Pbt1, an average value within a predetermined time after the start of the inertia phase can be adopted as in the case of the rotational speed change gradient of the second motor / generator 5 described above.
[0059]
Accordingly, the torque capacity actually generated by the applied brake engagement pressure detected in this way is a torque corresponding to the deviation ΔNmerr with respect to the torque capacity assumed in advance for the engagement pressure. Only the capacity is different. Therefore, the torque capacity correction amount Tmimr corresponding to the output hydraulic pressure Pbt1 is calculated according to the deviation ΔNmerr (step S33). Thus, the relationship between the engagement pressure and the torque capacity for the apply-side friction engagement device is established.
[0060]
Next, it is determined whether or not the shift end determination is established (step S34). The end of the gear change is, for example, that the rotation speed of a predetermined rotating member such as the second motor / generator 5 has reached the synchronous rotation speed corresponding to the speed ratio after the shift, or the difference from the synchronous rotation speed is a predetermined value. It can be determined by being within.
[0061]
If a negative determination is made in step S34, the process returns and the previous control is continued. Therefore, the relationship between the apply side hydraulic pressure and the torque capacity may be calculated a plurality of times during shifting. On the other hand, if an affirmative determination is made in step S34, the torque-hydraulic conversion map for the drain brake is based on the motor torque Tmini and the drain output hydraulic pressure Pbt stored in step S28. It is updated (step S35). That is, the relationship between the engagement pressure and the torque capacity is learned. In addition, since the engagement pressure and the torque capacity are directly obtained for the friction engagement device on the drain side, the control in step S35 can be said to be a new map creation.
[0062]
Further, the torque-hydraulic conversion map for the apply side brake is updated based on the torque correction amount Tminr calculated in step S33 (step S36). That is, the relationship between the engagement pressure and the torque capacity for the apply-side friction engagement device is learned.
[0063]
Next, forced learning will be described with reference to FIG. The forced learning described here is a control in which the relationship between the engagement pressure and the torque capacity for the friction engagement device is obtained from data obtained when actually operated, and the operation is performed for learning. . Therefore, the control shown in the flowchart of FIG. 2 is performed in a state in which the vehicle on which the hybrid drive device is mounted is not running, for example, a state in which the vehicle is transported to an inspection factory for shipping before inspection or inspection, or a start from a garage. When the forced learning mode switch (not shown) is operated before starting, or when the parking state detected by the travel range switch (not shown) continues or the like has been stopped for a predetermined time or longer. Executed.
[0064]
Step S37 shown in FIG. 2 is executed when a negative determination is made in step S21 in FIG. 1 described above. Specifically, the feedback target value of the motor speed, which is the speed of the second motor / generator 5, is obtained. Is set. Then, the rotational speed of the second motor / generator 5 is feedback-controlled based on the target value (step S38). That is, the current and / or voltage of the second motor / generator 5 is controlled so as to maintain the target rotational speed.
[0065]
In this state, the hydraulic pressure (engagement pressure) of the brakes B1 and B2 to be learned is gradually increased (sweep up) from zero (step S39). When the engagement pressure of any brake increases, the transmission torque between the second motor / generator 5 and the output shaft 2 increases, so that the torque in the direction of stopping the rotation of the second motor / generator 5 is increased. Works. On the other hand, since the rotation speed of the second motor / generator 5 is feedback-controlled, the feedback torque gradually increases.
[0066]
In step S40, it is determined whether or not the feedback torque of the second motor / generator 5 exceeds a predetermined value. If a negative determination is made in step S40, the process returns and the previous control is continued. On the other hand, when a positive determination is made in step S40, the torque Tminig of the second motor / generator 5 is stored (stored) (step S41).
[0067]
As described above, the output torque of the second motor / generator 5 corresponds to the torque capacity of the friction engagement device in the transmission 6, and the output torque of the second motor / generator 5 is electrically accurate depending on the current value. Therefore, the torque capacity of the friction engagement device in the transmission 6 can be accurately detected via the control content of the second motor / generator 5. On the other hand, the engagement pressure of the friction engagement device (brake) is controlled in step S39 and is known.
[0068]
Therefore, the torque-hydraulic conversion map for the target brake is updated (ie, learned) based on the hydraulic pressure in the control in step S39 and the motor torque Tminig stored in step S41 (step S42). Thereafter, learning termination control is executed (step S43).
[0069]
Note that the friction coefficient of the friction material in the above-described friction engagement devices such as the brakes B1 and B2 changes according to the sliding speed, and the so-called μ-V characteristic represented by the friction coefficient μ and the sliding speed V is the frictional coefficient. Since there may be a difference between the combined devices, a plurality of target values (target rotational speeds) in step S37 described above may be set, and the learning control shown in FIG. 2 may be executed for each target rotational speed. Furthermore, it is good also as learning by changing the hydraulic pressure level in said step S39 for every some point.
[0070]
FIG. 3 shows a time chart when the learning control is performed during the shift from the low speed stage L to the high speed stage H. If the determination of shifting to the high speed stage H is established at the time t0 when the vehicle is traveling with the low speed stage L set, the hydraulic pressure of the first brake B1 (high speed stage hydraulic pressure or apply side hydraulic pressure) for setting the high speed stage H is established. After Phi is temporarily increased, it is maintained at a predetermined low pressure. That is, the first fill for reducing the pack clearance and the subsequent hydraulic control for low-pressure standby are executed. Thereafter, when a predetermined time T1 has elapsed, a shift signal is output, and the hydraulic pressure (low speed side hydraulic pressure or drain side hydraulic pressure) Plo of the second brake B2 that sets the low speed stage L is lowered stepwise to the predetermined pressure. (Time t1).
[0071]
Measurement of the guard timer is started from time t1, and when the count time reaches a predetermined time as a guard value (time t2), it is determined that the guard timer is established. At the same time, control for torque compensation at the time of shifting is started, and then motor blow determination is performed.
[0072]
A so-called motor blow occurs in which the rotational speed NT of the second motor / generator 5 increases from the synchronous rotational speed at the low speed stage as the low speed stage hydraulic pressure Plo decreases due to the power-on state. Thus, it is determined when the increase amount with respect to the synchronous rotational speed exceeds the predetermined value α. Based on the torque of the second motor / generator 5 (motor torque Tm) and the hydraulic pressure of the second brake B2 at the time t3 when the determination is established, the relationship between the engagement pressure and the torque capacity of the second brake B2 is learned. Is done.
[0073]
Further, feedback control (FB control) of the low speed side hydraulic pressure (engagement pressure of the second brake B2) is started from time t3. That is, the low speed side hydraulic pressure Plo is controlled so that the rotational speed (so-called rotational speed) exceeding the synchronous rotational speed of the second motor / generator 5 is maintained at a predetermined value. Increased.
[0074]
Further, since the second brake B2 that has set the low speed stage L is gradually released, the torque control of the first motor / generator 11 constituting the main power source 1 so as to compensate for the accompanying output shaft torque. Is executed. Specifically, the regenerative torque by the first motor / generator 11 is increased to increase the torque of the output shaft 2. In FIG. 3, the torque correction amount of the first motor / generator 11 is represented by MG1 torque correction amount Tgadj.
[0075]
The rotational speed NT of the rotating member related to the transmission 6 such as the second motor / generator 5 is synchronously rotated at the high speed stage H by decreasing at the low speed stage hydraulic pressure Plo and gradually increasing the high speed stage hydraulic pressure Phi. Start changing towards numbers. When the rotational speed decreases by a predetermined value β with respect to the synchronous rotational speed at the low speed stage L, the start of the inertia phase is established at the time t4.
[0076]
In this inertia phase, the output torque of the second motor / generator 5 is controlled to increase in order to cope with a decrease in the gear ratio. The gradient of the increase, that is, the average value of torque within a predetermined time is obtained. At the same time, the average value of the high speed side hydraulic pressure Phi within a predetermined time is obtained. Based on the hydraulic pressure and the motor torque thus obtained, the relationship between the torque capacity and the engagement pressure related to the first brake B1 on the high speed stage side is learned. In the learning, as described with reference to FIG. 1, the torque correction amount is calculated from the deviation between the actual rotational speed change gradient of the second motor / generator 5 and the target value, and the calculated value and the hydraulic pressure are calculated. Based on the above, the relationship between the torque capacity and the engagement pressure may be learned, or the motor torque Tm may be directly used for learning.
[0077]
Then, when the difference between the rotational speed NT of a predetermined rotating member such as the second motor / generator 5 and the synchronous rotational speed determined based on the speed ratio after the shift becomes equal to or smaller than a predetermined value, the shift end condition is satisfied (at time t5). ). Along with this, the high speed side hydraulic pressure Phi is suddenly increased, the rotational speed NT coincides with the synchronous rotational speed, the torque compensation by the first motor / generator 11 is canceled, and the motor torque Tm is reduced to a predetermined value after the shift. When the value is reached, the shift is finished (at time t6).
[0078]
The relationship between the brake hydraulic pressure (engagement pressure) and torque capacity learned by the learning control described above is conceptually shown in FIG. 4 as a map. A thick solid line indicates a learning value, and a thin solid line indicates an initial value (design median value) determined by design.
[0079]
The control device of the present invention learns the relationship between the torque capacity and the engagement pressure of the friction engagement device in the transmission 6 as described above, and executes the shift control of the transmission 6 using the learning result. . Specifically, as described with reference to FIG. 8, the hydraulic pressure during the shift is controlled in step S5 of FIG. 8, and the brake torque corresponding to the hydraulic pressure (that is, the torque capacity of the friction engagement device involved in the shift). ) Is estimated based on the relationship obtained by the above learning, that is, the torque-hydraulic conversion map. Since the map is corrected by learning, it is an accurate map in which errors due to fluctuation factors such as individual differences and changes with time are corrected. Therefore, the brake torque is accurately estimated.
[0080]
As an example, in the case of a shift in the so-called power-on state in which the second motor / generator 5 outputs torque, a change in brake torque appears as a change in output shaft torque. Torque correction control (step S7) by the first motor / generator 11 is executed so as to compensate, and similarly, the output torque of the second motor / generator 5 is corrected so as to compensate for the drop in the output shaft torque (step S7). Step S8). The correction of the torques of the motor / generators 11 and 5 is basically executed in accordance with the change amount of the output shaft torque, that is, the brake torque described above, but the control data that can be used is the brake hydraulic pressure. Therefore, the torque correction amount is actually determined based on the brake hydraulic pressure. In that case, in the control device according to the present invention, the brake torque-hydraulic conversion map is learned and corrected, and the relationship between the torque and the engagement pressure is accurately obtained. -The torque correction amount of the generators 11 and 5 becomes accurate. As a result, it is possible to prevent or suppress the deterioration of the shock accompanying the shift.
[0081]
Here, the relationship between the above specific example and the present invention will be briefly described. The functional means of steps S27, S32, S33, S35, S36, S39, S41, and S42 shown in FIG. 1 and FIG. 8 corresponds to the learning means, and the functional means in steps S7 to S11 shown in FIG. 8 correspond to the shift control means or torque control means of the present invention.
[0082]
The present invention is not limited to the specific examples described above. As shown in FIG. 6, the transmission targeted by the present invention applies the torque of the internal combustion engine and the torque of the first motor / generator (or electric motor) to the output member via a composite distribution mechanism mainly composed of a planetary gear mechanism. A transmission in a so-called mechanical distribution type hybrid drive device that transmits the torque of the second motor / generator (or electric motor) to the output member via the transmission is preferable, but has a configuration other than this In short, the transmission may be any transmission in which an electric motor is connected to the input side and a gear shift is executed by engagement / release of the friction engagement device. The electric motor according to the present invention is not limited to an electric motor that outputs torque, and is a motor generator that generates regenerative torque (negative torque) and can control the torque as shown in the above specific example. May be. Further, the main power source in the present invention is not limited to the configuration mainly composed of the internal combustion engine, the motor / generator, and the planetary gear mechanism shown in the above specific example. May be used as long as it is a power device that can output the torque and control the torque. In addition to the brake described above, the friction engagement device according to the present invention may be a clutch that transmits torque by frictional force.
[0083]
【The invention's effect】
As described above, according to the first aspect of the present invention, the torque capacity when the predetermined engagement pressure is applied to the friction engagement device is obtained based on the torque of the electric motor, The relationship between the engagement pressure and torque capacity is learned, and the shift in the transmission is controlled based on the learning result, so the output torque of the transmission reflected by the torque capacity of the friction engagement device is controlled as expected. Thus, the deterioration of shock can be prevented or suppressed.
[0084]
According to the second aspect of the present invention, the torque of the output member changes depending on the torque capacity of the friction engagement device constituting the transmission, and the torque capacity is learned as a relationship with the engagement pressure. Based on the learning result, the torque of the electric motor or the main power source is controlled, and in this case, since the relationship between the engagement pressure and the torque capacity is accurately obtained, based on the engagement pressure at the time of shifting. By controlling the torque of the electric motor or the main power source, the torque of the output member can be accurately controlled, and as a result, the deterioration of the shock can be prevented or suppressed.
[0085]
Furthermore, according to the invention of claim 3, the engagement pressure is controlled to control the rotational speed during the shift, but the torque capacity corresponding to the engagement pressure is learned and the relationship between the two is accurately obtained. Therefore, by controlling the torque of the main power source or the motor based on the engagement pressure, the torque of the output member during the shift can be controlled as expected, and as a result, the deterioration of the shock can be prevented or suppressed. it can.
[Brief description of the drawings]
FIG. 1 is a flowchart for explaining an example of learning control during a shift by a control device of the present invention.
FIG. 2 is a flowchart for explaining an example of forced learning control by the control device of the present invention;
FIG. 3 is a time chart for explaining an example of learning control during gear shifting.
FIG. 4 is a diagram schematically showing a learned torque-hydraulic conversion map.
FIG. 5 is a block diagram schematically showing an example of a hybrid drive apparatus targeted by the present invention.
FIG. 6 is a skeleton diagram showing the hybrid drive device more specifically.
7 is a collinear diagram for each planetary gear mechanism shown in FIG. 6;
FIG. 8 is an overall flowchart for explaining an example of shift control in the hybrid drive device;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Main power source, 2 ... Output member (output shaft), 5 ... Assist power source (second motor / generator), 6 ... Transmission, 10 ... Internal combustion engine (engine), 11 ... First motor / generator, 12 ... Planetary gear mechanism, B1, B2 ... Brake.

Claims (3)

  1. In a transmission control device in which an electric motor capable of electrically controlling torque is connected to the input side and a gear ratio is set according to the engagement / release state of the friction engagement device,
    Learning means for learning the relationship between the torque capacity of the friction engagement device and the engagement pressure based on the torque generated by the electric motor and the engagement pressure of the friction engagement device;
    A transmission control device comprising: a shift control unit that performs a shift control of the transmission based on a learning result by the learning unit.
  2. The transmission is incorporated in a hybrid drive device in which torque of the electric motor is transmitted to an output member to which torque is transmitted from a main power source, and the output member is connected to an output side of the transmission,
    The shift according to claim 1, wherein the shift control means includes means for controlling torque of the electric motor or the main power source during a shift in the transmission based on a learning result by the learning means. Machine control device.
  3. An electric motor capable of electrically controlling torque is connected to the input side, and the number of rotations of a predetermined rotating member during shifting is controlled by adjusting the engagement pressure of the friction engagement device, and further connected to the output side. In a control device for a transmission in which torque during shifting of the output member is controlled by a main power source connected to the output member or the electric motor,
    Learning means for learning the relationship between the torque capacity of the friction engagement device and the engagement pressure based on the torque generated by the electric motor and the engagement pressure of the friction engagement device;
    A transmission control device comprising: a torque control means for controlling the torque of the main power source or the motor during a shift based on a learning result by the learning means.
JP2002374973A 2002-12-25 2002-12-25 Transmission control device Expired - Fee Related JP3651469B2 (en)

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JP2002374973A JP3651469B2 (en) 2002-12-25 2002-12-25 Transmission control device
CN2010101948959A CN101844510B (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
EP07121991A EP1900587B1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
EP03778926A EP1575796B1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
ES07121990T ES2380554T3 (en) 2002-12-25 2003-12-15 Control device for a hybrid propulsion unit.
PL377527A PL208582B1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
ES07121991T ES2380537T3 (en) 2002-12-25 2003-12-15 Hybrid driving unit control device.
PCT/JP2003/016046 WO2004058530A2 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
KR1020057012025A KR100695633B1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
AU2003285779A AU2003285779A1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
AT03778926T AT446210T (en) 2002-12-25 2003-12-15 Hybrid drive control
PL393343A PL218426B1 (en) 2002-12-25 2003-12-15 Control system for a hybrid propulsion unit
AT07121990T AT548239T (en) 2002-12-25 2003-12-15 Control device of a hybrid drive device
ES03778926T ES2339347T3 (en) 2002-12-25 2003-12-15 Control unit of a hybrid driving unit.
CN2010101949010A CN101844558B (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
BRPI0317732A BRPI0317732B1 (en) 2002-12-25 2003-12-15 Hybrid drive unit control device
PL393342A PL218427B1 (en) 2002-12-25 2003-12-15 Control system for a hybrid propulsion unit
CN200380107597XA CN1771143B (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
AT07121991T AT545560T (en) 2002-12-25 2003-12-15 Control device of a hybrid drive device
CA002511982A CA2511982C (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
CA002601748A CA2601748C (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
DE60329783A DE60329783D1 (en) 2002-12-25 2003-12-15 Hybrid drive control
EP07121990A EP1900975B1 (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
CA002601665A CA2601665C (en) 2002-12-25 2003-12-15 Control device of hybrid drive unit
US11/166,644 US7261670B2 (en) 2002-12-25 2005-06-27 Control device of hybrid drive unit

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Publication number Priority date Publication date Assignee Title
US8424622B2 (en) * 2006-12-18 2013-04-23 Toyota Jidosha Kabushiki Kaisha Hybrid drive unit

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JP4038214B2 (en) 2005-02-24 2008-01-23 アイシン・エィ・ダブリュ株式会社 Drive device, power output device mounting the same, automobile mounting the same, and control method for drive device
US8032287B2 (en) * 2007-03-06 2011-10-04 Nissan Motor Co., Ltd. Control apparatus of driving system for vehicle
KR101028014B1 (en) 2008-10-31 2011-04-13 기아자동차주식회사 The clutch transfer torque control method for hybrid vehicle
KR101047399B1 (en) * 2008-10-31 2011-07-08 기아자동차주식회사 How to Correct Clutch Characteristics in Hybrid Vehicles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8424622B2 (en) * 2006-12-18 2013-04-23 Toyota Jidosha Kabushiki Kaisha Hybrid drive unit

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