JP4095059B2 - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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Publication number
JP4095059B2
JP4095059B2 JP2004348147A JP2004348147A JP4095059B2 JP 4095059 B2 JP4095059 B2 JP 4095059B2 JP 2004348147 A JP2004348147 A JP 2004348147A JP 2004348147 A JP2004348147 A JP 2004348147A JP 4095059 B2 JP4095059 B2 JP 4095059B2
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Prior art keywords
lockup clutch
main shaft
speed
engine
motor generator
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JP2006151306A (en
Inventor
和彦 喜多野
尚志 堀口
雅哉 木村
豊 石川
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本田技研工業株式会社
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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
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • Y02T10/6226Motor-assist 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

Description

  The present invention relates to a control device for a hybrid vehicle including an engine, a motor generator, and a torque converter with a lockup mechanism.

  In a hybrid vehicle having an engine and a motor generator, the engine does not need to generate a driving force when the accelerator pedal is turned off when the vehicle is operating at a high speed or downhill. Is connected directly to a stepped automatic transmission via a motor generator by a lock-up clutch, and the kinetic energy of the vehicle body drives the engine and the rotor of the motor generator from the wheels via the automatic transmission. In addition to improving, energy is regenerated by a motor generator.

  In general, a vehicle equipped with an automatic transmission automatically controls the gear position of the automatic transmission according to the driving state of the vehicle such as the throttle opening and the vehicle speed in consideration of the convenience of the driver's operation. An automatic mode and a manual mode in which the automatic transmission is upshifted or downshifted according to an instruction by the driver operating the shift selection lever are provided.

  Japanese Patent Application Laid-Open No. 2004-210123 discloses a control device for a hybrid vehicle in which a lockup clutch can be quickly connected at the start of a coast state by utilizing a motor provided in the hybrid vehicle.

  According to the control device disclosed in this publication, the coast determination unit determines the start of the coast state, and the lock-up clutch control unit engages the lock-up clutch when the start of the coast state is determined.

  Prior to the engaging operation of the lock-up clutch, the motor control means sets the rotational speed of the front cover, which is an input member, to the input shaft of an automatic transmission, which is an output member that rotates with torque from the drive wheel side in accordance with inertia traveling. The motor is driven so that the difference between is reduced.

As a result, it is possible to eliminate such inconveniences that it takes time for the lock-up clutch to be engaged, giving the driver a sense of incongruity, and delaying the execution of the fuel cut after the lock-up clutch is engaged, so that improvement in fuel efficiency cannot be expected.
JP 2004-210123 A

  In a hybrid vehicle with automatic engine stop control, the engine supplies fuel while the crank end of the engine is directly connected to a stepped automatic transmission, such as when a lockup clutch is engaged with a torque converter with a lockup clutch. When it is in a state that does not generate driving force such as stopping, the kinetic energy of the vehicle body drives the rotating body of the engine and motor generator from the wheels via the automatic transmission to improve the fuel efficiency and the motor. Energy is regenerated by the generator.

  When the accelerator pedal is fully closed, the sum of engine torque and motor torque turns from positive to negative. At that time, in order to recover the regenerative energy, the lock-up clutch is engaged. If the lockup clutch cannot be engaged only by hydraulic control, the motor is driven to synchronize the engine rotation and the main shaft rotation of the automatic transmission, as disclosed in Japanese Patent Application Laid-Open No. 2004-210123.

  However, when the motor control means drives the motor to synchronize the engine rotation and the main shaft rotation of the automatic transmission, if the torque capacity of the lockup clutch is larger than the rotation matching torque by the motor, A shock will occur.

  Accordingly, an object of the present invention is to reduce the shock at the time of rotation synchronization by the motor when the motor is driven to synchronize the engine rotation and the rotation of the main shaft of the automatic transmission when the lockup clutch is engaged. It is to provide a control device.

According to the present invention, an engine, a motor generator coupled to a crankshaft of the engine, an automatic transmission, a torque converter coupling an output shaft of the motor generator and a main shaft of the automatic transmission, and the motor A control device for a hybrid vehicle having a lockup clutch for fastening an output shaft of a generator and the main shaft, wherein the lockup clutch judges whether or not the lockup clutch is fastened according to a driving state of the vehicle. An engagement determination means; a lockup clutch engagement control means for controlling engagement of the lockup clutch at a predetermined control pressure when the lockup clutch engagement determination means determines that the lockup clutch is engaged; and the vehicle is decelerating Deceleration determination means for determining whether or not the vehicle is decelerating If serial lockup clutch is engaged controlled, and slippage determination means that determines whether more than a predetermined value in the rotational speed and the differential speed or rotation ratio between the rotational speed of the main shaft deceleration side of the engine, the Synchronization means for driving the motor generator to synchronize the rotational speed of the engine and the rotational speed of the main shaft when the differential rotation or the rotation ratio is determined to be greater than or equal to the predetermined value by the slip determination means; Control pressure correction means for correcting the control pressure so that the torque capacity of the lock-up clutch is equal to or less than the rotation synchronization torque by the motor generator when the engine speed and the main shaft speed are synchronized by the means. A control device for a hybrid vehicle is provided.

  According to the present invention, when the lockup clutch for regenerating energy recovery is engaged, when the motor is driven to synchronize the engine rotation and the rotation of the main shaft of the automatic transmission, the torque capacity of the lockup clutch is synchronized with the rotation of the motor. By controlling the hydraulic pressure of the lockup clutch so as to be equal to or lower than the torque, it is possible to reduce a shock at the time of rotation synchronization by the motor.

  FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle includes an engine 2, a motor generator 4, a torque converter 6, a lock-up clutch 8, an automatic transmission (multistage transmission gear mechanism) 10, an ECU (electronic calculation unit) 12, a shift selection lever 14, A shift lever position detection means 16, a battery 18, a power drive unit (PDU) 20, a mechanical oil pump 22, and an electric oil pump 24 are provided.

  The hybrid vehicle further includes an engine speed sensor 26, a throttle opening sensor 28, a main shaft speed sensor 30, a countershaft speed sensor 32, a vehicle speed sensor 34, a brake pedal 31, a brake sensor 33, a booster 35, and a brake master. A cylinder 36 and a hydraulic pressure sensor 37 are provided.

  A crankshaft 2 a of the engine 2 is connected to a motor generator (hereinafter sometimes simply referred to as a motor) 4. The motor 4 has a rotor including a permanent magnet provided around and a stator including a coil provided on a core and fixed to a rotating shaft 4 a of the motor 4. The rotating shaft 4 a of the motor 4 is connected to the torque converter 6.

  The torque converter 6 transmits torque via a fluid, and is connected between the front cover 6a and the pump impeller 6b integrated with the rotating shaft 4a of the motor 4, and between the front cover 6a and the pump impeller 6b. It has a turbine runner 6c disposed opposite to the pump impeller 6b, and a stator 6d.

  The turbine runner 6c and the front cover 6a are engaged with the front cover 6a by being pressed toward the inner surface of the front cover 6a under the control of the electric oil pump 24 based on a command from the ECU 12, and the pressure is released. There is provided a lock-up clutch 8 that is released when engaged. Hydraulic oil (ATF: Automatic Transmission Fluid) is sealed in a container formed by the front cover 6a and the pump impeller 6b.

  When the lockup clutch 8 is disengaged based on a command from the ECU 12, relative rotation of the pump impeller 6b and the turbine runner 6c is permitted. In this state, when the torque of the rotating shaft 4a of the motor 4 is transmitted to the pump impeller 6b via the front cover 6a, the hydraulic oil filling the container is pump impeller 6b → turbine runner 6c by the rotation of the pump impeller 6b. → Rotating torque of the pump impeller 6b is transmitted to the turbine runner 6c while circulating with the stator 6d to drive the main shaft 10a.

  Further, when the lockup clutch 8 is engaged based on a command from the ECU 12, the rotational driving force is directly transmitted to the main shaft 10a from the front cover 6a to the turbine runner 6c without passing hydraulic fluid.

  The engagement state of the lockup clutch 8 is variable, and the rotational driving force transmitted from the front cover 6a to the turbine runner 6c via the lockup clutch 8 is variable. The engagement / disengagement of the lock-up clutch 8 is also referred to as engagement / disengagement (or non-engagement) of the lock-up clutch 8.

  The lock-up clutch 8 is composed of a wet multi-plate clutch or the like, and is arranged so as to alternately overlap with the outer clutch plate fixed to the front cover 6a and the outer clutch plate, and can contact the outer clutch plate. It has an inner clutch plate fixed to the main shaft 10a and a hydraulic actuator (not shown) controlled by the ECU 12.

  The hydraulic actuator has a piston that is slidably arranged to form a piston chamber, and generates a thrust force according to the hydraulic pressure of hydraulic oil (hereinafter referred to as LC hydraulic pressure) supplied to the piston chamber. And the inner clutch plate are engaged with each other to directly connect the rotating shaft 4a of the motor 4 and the main shaft 10a. The hydraulic pressure of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of the lockup clutch 12 can be adjusted.

  The automatic transmission 10 is configured such that a shift operation is controlled by driving a plurality of synchro clutches by controlling the hydraulic pressure by the electric oil pump 24 based on a command from the ECU 12, and the main shaft 10a and the main shaft 10a Counter shaft 10b arranged in parallel and a plurality of gear pairs provided on the main shaft 10a side and counter shaft 10b side set to different gear ratios, for example, forward 1-5 speed gear pair and reverse gear pair Have

  The plurality of gear pairs are composed of input side gears attached to the main shaft 10a and output side gears attached to the counter shaft 10b, and the paired gears are always meshed with each other.

  Either one of each input side gear or each output side gear is rotatable relative to the main shaft 10a or the counter shaft 10b, and is coupled to the main shaft 10a or the counter shaft 10b by each sync clutch.

  For example, in FIG. 1, two gear pairs of a high speed stage (for example, 4th speed) and a low speed stage (for example, 1st speed) of a forward gear pair are described as an example among a plurality of gear pairs. The high-speed output gear 40b of the high-speed gear pair and the low-speed output gear pair 42b of the low-speed gear pair are provided integrally with the counter shaft 10b.

  The high-speed input gear 40a of the high-speed gear pair and the low-speed input gear pair 42a of the low-speed gear pair are idle gears that can rotate with respect to the main shaft 10a. Combined.

  As shown in FIG. 1, each of the sync clutches 44 and 46 is composed of, for example, a wet multi-plate clutch or the like, and each of the outer clutch plates 44 a and 46 a arranged to be rotatable integrally with the main shaft 10 a and the outer clutch plate. 44a and 46a are arranged so as to overlap with each other, can be brought into contact with the outer clutch plates 44a and 46a, and can rotate integrally with the input side gears 40a and 42a which are idle gears with respect to the main shaft 10a. The inner clutch plates 44b and 46b are disposed, and a hydraulic actuator (not shown) controlled by the ECU 12 is provided.

  Each hydraulic actuator has a piston that is slidably disposed to form a piston chamber, and generates a thrust force according to the hydraulic pressure of the hydraulic oil supplied to the piston chamber, and each outer clutch plate 44a, 46a and each By engaging the inner clutch plates 44b and 46b with each other, the countershaft 10b of the automatic transmission 10 and one of the input side gears 40a and 42a are fastened together. The hydraulic pressure of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of each of the synchro clutches 44 and 46 can be adjusted.

The output side final drive gear 50a provided integrally with the counter shaft 10b of the automatic transmission 10 and the final driven gear 50b provided integrally with the axle 52 connected to the drive wheel W form a final gear pair, and are always I'm engaged.

  The ECU 12 has the following functions. The relationship between the throttle opening and the vehicle speed and the gear position of the automatic transmission 10 is referred to a first map stored in advance, and the throttle opening detected by the throttle opening sensor 26 and detected by the vehicle speed sensor 34. The gear position according to the vehicle speed is calculated, and the drive of the hydraulic actuator and the gear shift operation of the automatic transmission 10 are controlled by the clutch oil pressure command value according to the engagement state of the synchro clutches 44 and 46.

  As will be described later, referring to a second map in which the relationship between the throttle opening and vehicle speed and the engagement / non-engagement of the lockup clutch 8 is stored in advance, the throttle opening and vehicle speed detected by the throttle opening sensor 26 are stored. Engagement / non-engagement of the lock-up clutch 8 according to the vehicle speed detected by the sensor 34 is calculated, and an oil pressure command value for engagement / non-engagement (or engagement release) of the lock-up clutch 8 is determined according to the driving state of the vehicle. While outputting to the supply part 25, the regeneration control and regeneration prohibition control of the motor generator 4 are performed.

  The power supply from the battery 18 to the motor generator 4 is stopped by the control of the PDU 20, and the electric power generated by the driving force transmitted from the main shaft 10 a to the motor rotating shaft 4 a is collected in the battery 18 via the PDU 20.

  The shift position detection means 16 outputs to the ECU 12 any one of P, N, R, D and the third speed to L specified by the shift selection lever 14. The battery 18 drives the motor generator 4 by passing a current through the coil of the motor generator 4 under the control of the PDU 20, and is charged by regeneration of the motor generator 4. The PDU 20 controls the charging of the battery 18 by driving the motor generator 4 by the battery 18 and regenerating the motor generator 4 according to the control command of the ECU 12.

  The mechanical oil pump 22 is driven via a pump drive gear that is spline-coupled to the pump shaft of the torque converter 6 that is further directly connected to the rotary shaft 4a of the motor 4 that is directly connected to the engine 2. Synchronous operation is possible. The motor generator 4 is driven by the output of the engine 2 during regeneration or when stopped. An oil passage from the mechanical oil pump 22 is connected to the hydraulic pressure supply unit 25.

  The electric oil pump 24 is driven by power supply from the battery 18, and the oil path from the electric oil pump 24 is connected to the hydraulic pressure supply unit 25 via a check valve. The hydraulic pressure supply unit 25 includes a pressure flow control valve and the like, and supplies hydraulic pressure for driving and controlling the torque converter 6, the lockup clutch 8, the automatic transmission 10, and the like under the control of the ECU 12.

  The engine speed sensor 26 detects the speed of the crankshaft 2 a of the engine 2. The throttle opening sensor 28 detects the throttle opening. The main shaft rotation speed sensor 30 detects the rotation speed of the main shaft 10a.

  The counter shaft rotation speed sensor 32 detects the rotation speed of the counter shaft 10b. The vehicle speed sensor 34 detects the vehicle speed based on the rotational speed of the drive wheels W, for example. Detection signals of the sensors 26 to 34 are input to the ECU 12.

  Reference numeral 31 denotes a brake pedal. When the brake pedal 31 is depressed, the brake sensor 33 is turned on, and the depression force of the brake pedal 31 is boosted by the hydraulic booster 35 and transmitted to the brake master cylinder 36. Is done.

  Although not particularly illustrated, the booster 35 and the brake master cylinder 36 are connected to the hydraulic pressure supply unit 25, and hydraulic pressure is supplied from the hydraulic pressure supply unit 25. The hydraulic pressure of the brake master cylinder 36 is detected by a hydraulic pressure sensor 37, and the detection signal is input to the ECU 12. A detection signal from the brake sensor 33 is also input to the ECU 12.

  Referring to FIG. 2, a block diagram of the hybrid vehicle control device of the present invention is shown. The lockup clutch engagement determination means 60 determines whether or not to lock the lockup clutch 8 according to the driving state of the vehicle.

  When the lockup clutch engagement determination means 60 determines that the lockup clutch 8 is engaged, the lockup clutch engagement control means 62 controls the lockup clutch 8 to be engaged with a predetermined control pressure.

  The deceleration determination means 64 determines whether or not the vehicle is decelerating. In other words, it is determined whether or not the vehicle is coasting in inertia. For example, it is determined that the vehicle is decelerating when the accelerator pedal is fully closed and the vehicle speed detected by the vehicle speed sensor 34 is equal to or higher than a predetermined value.

  When the lockup clutch 8 is engaged while the vehicle is decelerating, the slippage determining means 66 determines whether or not the differential rotation or rotation ratio between the engine speed and the main shaft speed is greater than a certain value on the deceleration side. To do.

  The synchronization means 68 drives the motor generator to synchronize the engine speed and the main shaft rotation speed when the slip determination means 66 determines that the differential rotation or the rotation ratio is equal to or greater than the predetermined value.

  When the synchronizing means 68 synchronizes the engine rotational speed and the main shaft rotational speed, the control pressure correcting means 70 makes the lockup clutch 8 so that the torque capacity of the lockup clutch 8 is less than the rotational synchronous torque by the motor generator 4. The control pressure for engaging is corrected. Thereby, the shock at the time of rotation synchronization by a motor generator can be reduced.

  Next, the control pressure determination control of the lockup clutch at the time of motor synchronization according to the embodiment of the present invention will be described with reference to the flowchart of FIG.

  First, in step S10, it is determined whether or not the vehicle is decelerating. In other words, it is determined whether or not the vehicle is coasting in inertia. For example, it is determined that the vehicle is decelerating when the throttle is fully closed and the vehicle speed exceeds a certain value.

  Subsequently, it progresses to step S11 and it is determined whether the lockup clutch fastening conditions are satisfied. That is, a map for instructing engagement / non-engagement of the lockup clutch 8 according to the throttle opening and the vehicle speed is stored in advance.

  Engagement / non-engagement of the lock-up clutch 8 is performed in accordance with the driving state including the current shift speed determined by the ECU 12, the throttle opening detected by the throttle opening sensor 26, and the vehicle speed detected by the vehicle speed sensor 34. Calculate from this map.

  When it is determined that the engagement condition of the lockup clutch 8 is satisfied, the process proceeds to step S12 and the lockup clutch 8 is engaged. If the fastening condition is not satisfied, this process is terminated.

  In step S12, the ECU 12 instructs the hydraulic pressure supply unit 25 to supply base hydraulic pressure for fastening the lockup clutch 8. The lockup clutch 8 is engaged by this base oil pressure, and the crankshaft 2 a of the engine 2 is directly connected to the main shaft 10 a via the motor generator 4.

  Next, the process proceeds to step S13, and it is determined whether or not the rotation ratio between the engine and the main shaft is greater than or equal to a certain value on the deceleration side. For example, it is determined whether the rotation ratio is 1.1 or more. Instead of the rotation ratio, it may be determined whether or not the differential rotation between the engine rotation speed and the main shaft rotation speed is a certain value or more on the deceleration side.

  If the determination in step S13 is affirmative, the process proceeds to step S14 to drive the motor generator 4 to synchronize the rotational speed of the engine 2 and the rotational speed of the main shaft 10a.

  Next, the process proceeds to step S15, and the hydraulic pressure of the lockup clutch 8 is controlled so that the torque capacity of the lockup clutch 8 is equal to or less than the rotation synchronous torque of the motor generator 4 when the engine speed and the main shaft speed are synchronized. To do. If the determination in step S12 and step S13 is negative, this process ends.

  Thus, when synchronizing the engine speed and the main shaft speed, by controlling the hydraulic pressure of the lockup clutch 8 so that the torque capacity of the lockup clutch 8 is equal to or less than the rotation synchronization torque of the motor generator 4, A shock at the time of rotation synchronization by the motor can be reduced.

  FIG. 4 shows a time chart of the embodiment of the present invention described with reference to the flowchart of FIG. The solid line is the conventional control method, and the broken line is the control method of the present invention. As is clear from FIG. 4, the hydraulic pressure of the lockup clutch is kept below the torque of the motor until the motor is driven when the lockup clutch is engaged and the engine rotation and the rotation of the main shaft of the automatic transmission are synchronized. Waiting.

  If the lockup clutch capacity is increased beyond the motor torque before the rotation is synchronized (the hydraulic pressure is increased), the motor torque is transmitted to the tire side via the lockup clutch, causing shock and vibration. Is transmitted to the tire. In order to suppress this, the control of the present invention is performed.

1 is a diagram schematically showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention. It is a block block diagram of the control apparatus of the hybrid vehicle of this invention. It is a flowchart which shows the lockup clutch control pressure determination process at the time of a motor synchronization. It is a time chart of the embodiment of the present invention.

Explanation of symbols

2 Engine 4 Motor generator 6 Torque converter 8 Lock-up clutch 10 Automatic transmission (multi-speed gear mechanism)
12 ECU
18 Battery 22 Mechanical oil pump 24 Electric oil pump 25 Hydraulic supply unit

Claims (1)

  1. An engine, a motor generator coupled to a crankshaft of the engine, an automatic transmission, a torque converter coupling an output shaft of the motor generator and a main shaft of the automatic transmission, and an output shaft of the motor generator; A control device for a hybrid vehicle having a lock-up clutch for fastening the main shaft,
    Lockup clutch engagement determination means for determining whether or not to engage the lockup clutch according to the driving state of the vehicle;
    Lockup clutch engagement control means for controlling engagement of the lockup clutch at a predetermined control pressure when the lockup clutch engagement determination means determines that the lockup clutch is engaged;
    Deceleration determination means for determining whether or not the vehicle is decelerating;
    When the lockup clutch is engaged and controlled while the vehicle is decelerating, a slip determination that determines whether or not the differential rotation or rotation ratio between the engine speed and the main shaft speed is greater than a certain value on the deceleration side Means,
    Synchronizing means for driving the motor generator to synchronize the rotational speed of the engine and the rotational speed of the main shaft, when the differential rotation or the rotational ratio is determined to be greater than or equal to the predetermined value by the slip determination means;
    Control pressure correction means for correcting the control pressure so that the torque capacity of the lockup clutch is equal to or less than the rotation synchronization torque by the motor generator when the engine speed and the main shaft speed are synchronized by the synchronization means;
    A control apparatus for a hybrid vehicle, comprising:
JP2004348147A 2004-12-01 2004-12-01 Control device for hybrid vehicle Active JP4095059B2 (en)

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JP2004348147A JP4095059B2 (en) 2004-12-01 2004-12-01 Control device for hybrid vehicle
CNB200510108426XA CN100523564C (en) 2004-12-01 2005-10-09 Controller of composite power vehicle

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JP4598005B2 (en) * 2007-01-25 2010-12-15 本田技研工業株式会社 Control device for automatic transmission for vehicle
US8032287B2 (en) * 2007-03-06 2011-10-04 Nissan Motor Co., Ltd. Control apparatus of driving system for vehicle
KR100916429B1 (en) 2007-12-12 2009-09-11 현대자동차주식회사 Shock diminishing method and clutch connecting time reducing method during clutch connecting in hybrid vehicle
JP5187834B2 (en) 2008-03-17 2013-04-24 現代自動車株式会社 Clutch transmission torque control device for hybrid vehicle
EP2271531B2 (en) * 2008-04-28 2018-11-07 Mack Trucks, Inc. Powertrain with input shaft and engine speed synchronization and method for shifting gears in a powertrain
US8296038B2 (en) * 2009-03-03 2012-10-23 GM Global Technology Operations LLC Method and system for determining engine brake torque in real time
JP5170569B2 (en) * 2009-03-31 2013-03-27 アイシン・エィ・ダブリュ株式会社 Hybrid drive device
JP4910026B2 (en) * 2009-09-18 2012-04-04 ジヤトコ株式会社 Control device for automatic transmission and learning method thereof
DE112011100114T5 (en) * 2010-03-05 2012-12-06 Toyota Jidosha Kabushiki Kaisha Vehicle drive device
KR101496104B1 (en) * 2011-07-01 2015-02-25 쟈트코 가부시키가이샤 Vehicle control device
JP5920354B2 (en) * 2011-10-12 2016-05-18 トヨタ自動車株式会社 Control device for vehicle drive device
JP5620949B2 (en) * 2012-07-13 2014-11-05 本田技研工業株式会社 Control device for automatic transmission
JP2014073705A (en) * 2012-10-02 2014-04-24 Toyota Motor Corp Vehicular control unit
US8839897B2 (en) 2012-11-07 2014-09-23 Robert Bosch Gmbh Hybrid hydraulic vehicle drive system
JP6260564B2 (en) * 2015-03-25 2018-01-17 トヨタ自動車株式会社 Drive device for hybrid vehicle
JP6372621B2 (en) * 2015-10-23 2018-08-15 日産自動車株式会社 Vehicle lockup control method and control device
JP6633929B2 (en) * 2016-02-04 2020-01-22 ジヤトコ株式会社 Vehicle control device and vehicle control method

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CN100523564C (en) 2009-08-05
JP2006151306A (en) 2006-06-15
CN1782472A (en) 2006-06-07

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