WO2014178225A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

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Publication number
WO2014178225A1
WO2014178225A1 PCT/JP2014/055661 JP2014055661W WO2014178225A1 WO 2014178225 A1 WO2014178225 A1 WO 2014178225A1 JP 2014055661 W JP2014055661 W JP 2014055661W WO 2014178225 A1 WO2014178225 A1 WO 2014178225A1
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WIPO (PCT)
Prior art keywords
mode
driving force
target
vehicle
target coast
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PCT/JP2014/055661
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English (en)
Japanese (ja)
Inventor
上野　宗利
山田　哲
奥田　正
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日産自動車株式会社
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Priority to JP2015514769A priority Critical patent/JP5958649B2/ja
Publication of WO2014178225A1 publication Critical patent/WO2014178225A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Definitions

  • the present invention relates to a hybrid vehicle control device having an EV mode and an HEV mode as operation modes.
  • the vehicle deceleration is defined by braking (driving) torque or driving force as a vehicle speed table during coasting with accelerator OFF / brake OFF.
  • braking driving torque or driving force
  • a technology for setting a braking torque in a sports driving state larger than a braking torque in a normal driving state is disclosed (for example, see FIG. 9 of Patent Document 1).
  • the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can achieve the suppression of the accelerator depressing operation frequency and the improvement of the fuel consumption performance during traveling in the sailing mode. To do.
  • a control apparatus for a hybrid vehicle includes an engine, a motor generator, and target driving force calculation means for calculating a target driving force of the vehicle. It has an EV mode that travels only with power, and an HEV mode that travels with the power of the engine and the motor generator.
  • the target driving force calculation means includes a target coast driving force selection control unit that switches a target coast driving force of the vehicle in a normal driving mode and a sailing mode that is a driving mode in which fuel efficiency is emphasized with respect to the normal driving mode.
  • the target coast driving force selection control unit sets the target coast driving force in the sailing mode to be smaller than the target coast driving force in the normal traveling mode.
  • FIG. 3 is an arithmetic block diagram illustrating the entire content of arithmetic processing executed by the integrated controller according to the first embodiment. It is a map figure which shows the target steady driving force map used with the target driving force calculating part of an integrated controller. It is a map figure which shows the MG assist drive force map used with the target drive force calculating part of an integrated controller. It is a map figure which shows the engine start / stop line map used in the mode selection part of an integrated controller.
  • 6 is a time chart showing characteristics of accelerator opening APO, vehicle speed, EV permission determination (system determination), and target coast driving force at the time of transition to the sailing mode when the EV mode is permitted because the vehicle speed is lower than the EV permission vehicle speed.
  • 6 is a time chart showing characteristics of accelerator opening APO, vehicle speed, EV permission determination (system determination), and target coast driving force when the sailing mode is canceled when the EV upper limit vehicle speed is exceeded and the EV mode is prohibited. It is a time chart which shows each characteristic of accelerator opening APO, vehicle speed, EV permission determination (system determination), and target coast driving force when it changes to EV mode by accelerator OFF after changing to HEV mode by accelerator ON.
  • FIG. 12 is a flowchart illustrating a flow of a target coast driving force selection process executed by a target driving force calculation unit in the integrated controller of the second embodiment. It is a time chart showing the characteristics of accelerator opening APO, inter-vehicle distance, EV permission judgment (system judgment), sailing mode permission judgment, and target coast driving force when the distance between the vehicle and the vehicle in front is less than the distance threshold. .
  • the configuration of the hybrid vehicle control device according to the first embodiment will be described by being divided into “powertrain system configuration”, “control system configuration”, “integrated controller configuration”, and “target coast driving force selection control configuration”.
  • FIG. 1 shows a powertrain system of a hybrid vehicle.
  • the power train system configuration will be described with reference to FIG.
  • the power train system of the hybrid vehicle includes an engine 1, a motor generator 2, an automatic transmission 3 (transmission), a first clutch 4, a second clutch 5, and a differential gear 6. And tires 7 and 7 (drive wheels).
  • This powertrain system has a so-called one-motor / two-clutch configuration in which a motor generator 2, a first clutch 4, and a second clutch 5 are provided at a downstream position of the engine 1.
  • the engine 1 has an output shaft connected to an input shaft of a motor generator 2 (abbreviated “MG”) via a first clutch 4 (abbreviated “CL1”) having a variable torque capacity.
  • MG motor generator 2
  • CL1 first clutch 4
  • the motor generator 2 has an output shaft connected to an input shaft of an automatic transmission 3 (abbreviated as “AT”).
  • AT automatic transmission 3
  • the automatic transmission 3 is a stepped transmission having a plurality of speed stages, and tires 7 and 7 are connected to an output shaft thereof via a differential gear 6.
  • the automatic transmission 3 performs an automatic shift that automatically selects a shift stage according to the vehicle speed VSP and the accelerator opening APO, or a manual shift that selects a shift stage by driver selection.
  • the second clutch 4 (abbreviated as “CL2”) uses one of the engagement elements of clutches and brakes of variable torque capacity that are responsible for power transmission in the transmission that varies depending on the shift state of the automatic transmission 3. ing.
  • the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.
  • first clutch 4 and the second clutch 5 for example, a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid may be used.
  • This powertrain system has two operation modes depending on the connection state of the first clutch 4 (CL1). When the first clutch 4 is disengaged, the “EV mode” travels only with the power of the motor generator 2. When the first clutch 4 (CL 1) is connected, the “HEV” travels with the power of the engine 1 and the motor generator 2. Mode ".
  • the power train system includes an engine speed sensor 10 that detects the speed of the engine 1, an MG speed sensor 11 that detects the speed of the motor generator 2, and an AT that detects the input speed of the automatic transmission 3.
  • An input rotation speed sensor 12 and an AT output rotation speed sensor 13 for detecting the output shaft rotation speed of the automatic transmission 3 are provided.
  • FIG. 2 shows a control system for a hybrid vehicle.
  • the control system configuration will be described with reference to FIG.
  • the control system of the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 8, a battery 9, a solenoid valve 14, a solenoid valve 15, and an SOC sensor. 16, an accelerator opening sensor 17, a brake hydraulic pressure sensor 23, and an inter-vehicle distance sensor 24.
  • the integrated controller 20 performs integrated control of the operating points of the powertrain components.
  • the integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery state of charge SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed). .
  • the target MG torque or the target MG rotation speed is commanded to the motor controller 22, the target engine torque is commanded to the engine controller 21, and the drive signals are commanded to the solenoid valves 14 and 15.
  • the engine controller 21 controls the engine 1, the motor controller 22 controls the motor generator 2, the inverter 8 drives the motor generator 2, and the battery 9 stores electric energy.
  • the solenoid valve 14 controls the hydraulic pressure of the first clutch 4, and the solenoid valve 15 controls the hydraulic pressure of the second clutch 5.
  • the accelerator opening sensor 17 detects the accelerator opening (APO), and the SOC sensor 16 detects the state of charge of the battery 9.
  • the brake oil pressure sensor 23 detects brake oil pressure (BPS).
  • the inter-vehicle distance sensor 24 measures the inter-vehicle distance between the host vehicle and the preceding vehicle during traveling.
  • FIG. 3 shows the integrated controller 20.
  • the configuration of the integrated controller 20 will be described with reference to FIGS.
  • the integrated controller 20 includes a target driving force calculation unit 100 (target driving force calculation means), a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, a speed change And a control unit 500.
  • the target driving force calculation unit 100 uses the target steady driving force map shown in FIG. 4 (a) and the MG assist torque map shown in FIG. 4 (b) to determine the accelerator opening APO and the vehicle speed VSP during driving. From the above, the target steady driving force and the MG assist torque are calculated.
  • the mode selection unit 200 calculates a target operation mode (HEV mode, EV mode) using the engine start / stop line map shown in FIG.
  • a target operation mode HEV mode, EV mode
  • the engine start line and the engine stop line are accelerated as the battery SOC decreases. It is set as a characteristic that the opening degree APO decreases in a decreasing direction.
  • the target power generation output calculation unit 300 uses the running power generation request output map shown in FIG. 6 to increase the power generation amount when the battery SOC is low, and to reduce the power generation amount when the battery SOC is high and increase the motor assist. To calculate the target power output. Further, an output necessary for increasing the engine torque from the current operating point to the optimum fuel consumption line shown in FIG. 7 is calculated, and an output smaller than the target power generation output is added to the engine output as a required output.
  • the operating point command unit 400 uses the accelerator opening APO, the target steady driving force, the MG assist driving force, the operation mode, the vehicle speed VSP, and the required power generation output as the operating point arrival target, and the target engine torque and the target MG torque. And calculates the target CL2 torque capacity, target gear ratio, and CL1 solenoid current command.
  • the engine start process performed by the operating point command unit 400 will be described.
  • the engine start process when the accelerator opening APO exceeds the engine start line shown in FIG. 5 in the EV mode state, a mode transition request to the HEV mode is issued, and the second clutch CL2 is set to a half clutch according to this request.
  • the torque capacity of the second clutch CL2 is controlled to slip in the state.
  • the first clutch CL1 is started to be engaged and the engine speed is increased.
  • the engine speed reaches the speed at which the initial explosion is possible, the engine 1 is operated and the first clutch CL1 is completely engaged when the engine speed is close to the MG speed, and then the second clutch CL2 is locked up.
  • HEV mode when the accelerator opening APO exceeds the engine start line shown in FIG. 5 in the EV mode state, a mode transition request to the HEV mode is issued, and the second clutch CL2 is set to a half clutch according to this request.
  • the torque capacity of the second clutch CL2 is controlled to slip in the state.
  • the shift control unit 500 drives and controls the solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio.
  • the target coast driving force is calculated using the vehicle speed VSP and the target coast driving force map shown in FIG. Processing is performed.
  • the normal target coast driving force characteristic (solid line characteristic in FIG. 8) is selected when it is determined that the driving mode is the normal running mode.
  • the target coast driving force characteristic for sailing mode (dotted line characteristic in FIG. 8) is selected.
  • the target coast driving force characteristic for sailing mode substantially matches the target coast driving force characteristic for normal use in a low vehicle speed range where the vehicle speed VSP is equal to or lower than the first set vehicle speed VSP1.
  • the target coast driving force is set to a substantially constant small value regardless of the increase in the vehicle speed VSP.
  • FIG. 9 shows a flow of a target coast driving force selection control process executed by the target driving force calculation unit 100 of the first embodiment (target coast driving force selection control unit).
  • target coast driving force selection control unit target coast driving force selection control unit
  • step S1 when the target coast driving force selection control process is started during coasting, it is determined whether or not EV mode determination based on system determination is permitted. If YES (EV mode permission sailing mode), the process proceeds to step S2, and if NO (EV mode not permitted normal travel mode), the process proceeds to step S5.
  • the system determination is such that when at least one of the system determination conditions such as the engine warm-up, the forced power generation when the battery SOC becomes a predetermined value or less, and the ultra-high speed range is satisfied, the first clutch CL1 is set. It is forbidden to open and EV drive. On the other hand, if all the system determination conditions are not satisfied, the first clutch CL1 is released to permit EV travel.
  • step S1 YES (sailing mode) is determined in step S1 when the EV mode and HEV mode are allowed to be selected by the system determination. On the other hand, if it is during HEV traveling where EV mode selection is not permitted by system determination, it is determined as NO (normal traveling mode) in step S1.
  • step S2 following the determination that the sailing mode is in step S1, it is determined whether or not the previous mode is not the sailing mode. If YES (the previous mode is not the sailing mode), the process proceeds to step S2, and if NO (the previous mode is the sailing mode), the process proceeds to return.
  • step S3 following the determination that the previous mode is not the sailing mode in step S2, the target coast driving force characteristic for the sailing mode (dotted line characteristic in FIG. 8) is selected, and the target coast driving force is determined by the vehicle speed VSP at that time.
  • the calculation is performed and the process proceeds to step S4.
  • step S4 following the calculation of the target coast driving force in the sailing mode in step S3, a slow change rate is selected as the change rate of the target coast driving force, and the target driving force (or target coast driving before the sailing mode determination) is selected. Force) to the target coast driving force value calculated in step S3 at a slow rate of change, and the process proceeds to return.
  • step S5 it is determined whether or not the previous mode is not the sailing mode following the determination in step S1 that the current mode is the normal driving mode. If YES (the previous mode is not the sailing mode), the process proceeds to return, and if NO (the previous mode is the sailing mode), the process proceeds to step S6.
  • step S6 following the determination that the previous mode is the sailing mode in step S5, a normal target coast driving force characteristic (solid line characteristic in FIG. 8) is selected, and the target coast driving force is determined by the vehicle speed VSP at that time. The calculation is performed and the process proceeds to step S7.
  • step S7 following the calculation of the target coast driving force in the normal driving mode in step S6, a fast change rate is selected as the change rate of the target coast driving force, and when the sailing mode is shifted to the normal driving mode, the sailing mode is selected. From the target coast driving force at 1 to the value of the target coast driving force calculated in step S6, the speed is changed at a fast rate of change, and the process proceeds to return.
  • step S1 ⁇ step S5 ⁇ return is repeated in the flowchart of FIG. That is, the normal target coast driving force is selected in step S6, and the fast change rate is selected in step S7.
  • the target coast driving force is the normal target coast driving force as shown in FIG. Maintained.
  • step S1 step S2 ⁇ return is repeated in the flowchart of FIG. That is, the target coast driving force for sailing mode is selected in step S3, and a slow change rate is selected in step S4.
  • the target coast driving force for sailing mode corresponding to the vehicle speed VSP is maintained.
  • the first embodiment employs a configuration in which the target coast driving force is set to be smaller than the target coast driving force in the normal driving mode in the sailing mode, which is a driving mode in which fuel efficiency is emphasized with respect to the normal driving mode. (FIG. 8).
  • the deceleration of the vehicle is reduced, and FIG.
  • the accelerator depressing operation frequency is reduced during the sailing mode.
  • the engine start frequency that is executed to shift to the HEV mode decreases, and the fuel efficiency improves.
  • the normal target coast driving force in the normal traveling mode is set larger than the friction torque of the engine 1 .
  • the motor torque will generate a positive torque (discharge) to cancel the engine friction so as to achieve the target coast driving force, and power will continue to be taken out from the battery.
  • Fuel consumption deteriorates.
  • the normal target coast driving force is made larger than the engine friction, the target coast driving force is obtained, so that it is not necessary to cancel the engine friction, the carry-out of power from the battery 9 is eliminated, and the motor torque is reduced. Fuel consumption is further improved by allowing negative torque (power generation) to remain output.
  • the target coast driving force for sailing mode in the sailing mode is set to be smaller than the target coast driving force for normal use in the normal travel mode as the vehicle speed VSP increases (FIG. 8).
  • the reason why the target coast driving force for sailing mode is reduced as the vehicle speed VSP becomes higher is that the vehicle is often decelerated at intersections and curves at low vehicle speeds, and the deceleration when the accelerator is OFF is to some extent. This is because the driver will feel more secure.
  • the high vehicle speed range is mainly traveling on highways, and because there are many straight ahead, the feeling of security is less likely to decrease even if the deceleration when the accelerator is off is weak.
  • a change rate is given to the switching of the target coast driving force of the vehicle, and the change rate of the target coast driving force when switching from the normal travel mode to the sailing mode is the target when the sailing mode is switched to the normal travel mode.
  • a configuration is adopted in which the rate of change of the coast driving force is slower than the rate of change.
  • the reason for slowing down the rate of change of the target coast driving force when switching from the normal driving mode to the sailing mode is that the vehicle speed decreases more slowly when the deceleration during deceleration with the accelerator OFF / brake OFF suddenly weakens. This is because it is easy to feel the feeling worse.
  • step S1 ⁇ step S2 ⁇ return is repeated in the flowchart of FIG. That is, the target coast driving force for sailing mode is selected in step S3, and a slow change rate is selected in step S4.
  • the target coast driving force for sailing mode is maintained from time t4 when the vehicle speed is lower than the EV prohibited vehicle speed to time t5 when the vehicle speed VSP is increased to become the EV prohibited vehicle speed.
  • step S1 when the vehicle speed VSP exceeds the EV prohibited vehicle speed, the selection of the EV mode is prohibited, so that the sailing mode is canceled and the normal sailing mode is entered. Therefore, when the previous mode is the sailing mode, the process proceeds from step S1 to step S5 to step S6 to step S7 to return in the flowchart of FIG. Then, when the previous mode is no longer the sailing mode, the flow of step S1 ⁇ step S5 ⁇ return is repeated in the flowchart of FIG. That is, the normal target coast driving force is selected in step S6, and the fast change rate is selected in step S7.
  • To the normal target coast driving force ( large braking torque) with a steep decline.
  • the normal target coast driving force corresponding to the vehicle speed VSP is maintained.
  • the first embodiment employs a configuration in which the change rate of the target coast driving force when switching from the sailing mode to the normal running mode is faster than the change rate of the target coast driving force when switching from the normal running mode to the sailing mode. Yes.
  • the reason for increasing the rate of change of the target coast driving force when switching from the sailing mode to the normal driving mode is that when the vehicle is accelerating on the downhill, etc. although the accelerator is OFF or the brake is OFF, the vehicle is more accelerated. This is because the quicker control of the vehicle does not require a brake operation and the vehicle can travel with stable vehicle speed characteristics.
  • step S1 the target coast driving force for sailing mode is selected in step S3, and a slow change rate is selected in step S4.
  • the target coast driving force for the sailing mode is maintained from the time t7 to the time t8 when the EV permission determination is made even when the accelerator is turned on and the engine start line is shifted to the HEV mode.
  • step S1 the vehicle speed VSP is below the EV prohibited vehicle speed and the EV mode selection is allowed (when judging the sailing mode) even if the accelerator is turned off and the engine stop line is entered into the EV mode, the previous mode is the sailing mode. Therefore, in the flowchart of FIG. 9, the flow of going from step S1 to step S2 to return is repeated. That is, the selection of the target coast driving force for the sailing mode is maintained.
  • the vehicle speed VSP is determined to be the sailing mode in which selection of the EV mode is permitted from time t7 to time t8 in the HEV mode, and is set as the target coast driving force for sailing mode. For this reason, even if the mode transition is made from the HEV mode to the EV mode, the target coast driving force for sailing mode is maintained as shown by the solid line characteristics of the target coast driving force in FIG.
  • the EV driving mode and HEV driving mode for which the EV mode selection is permitted by the system determination are determined as the sailing mode, and the HEV driving mode in which the EV mode selection is not permitted by the system determination are defined as the normal driving mode.
  • the structure to judge was adopted. That is, the determination of the normal driving mode is prohibited when the engine is warmed up, during forced power generation when the battery SOC becomes a predetermined value or less, or when EV driving is performed with the first clutch CL1 opened in an ultra-high speed range or the like. Limited to HEV driving mode only. For this reason, when the accelerator is turned off after the accelerator is depressed to start the engine and shift to the HEV mode, the mode can immediately shift to the sailing mode.
  • the slow change rate works at the mode transition from the HEV mode to the EV mode, and the state where the deceleration is large continues for a while. Do. As a result, a request for transition to the HEV mode is issued, and fuel consumption may deteriorate due to engine start.
  • a comparative example is to select the target coast driving force for sailing mode when selecting EV mode and select the target coast driving force for normal when selecting HEV mode.
  • the normal target coast driving force changes to the sailing mode target coast driving force, and the change rate of the coast driving force acts. Thus, it takes time to reach the target coast driving force for the sailing mode.
  • Target driving force calculating means for calculating the target driving force of the vehicle;
  • a hybrid vehicle control device having, as operation modes, an EV mode that travels only with the power of the motor generator 2 and a HEV mode that travels with the power of the engine 1 and the motor generator 2.
  • a target coast drive that switches the target coast drive force of the vehicle to the target drive force calculation means (target drive force calculation unit 100) according to a normal travel mode and a sailing mode that is a travel mode that emphasizes fuel consumption with respect to the normal travel mode.
  • a force selection control unit (FIG. 9) is provided, The target coast driving force selection control unit (FIG.
  • the target coast driving force selection control unit sets the target coast driving force (normal target coast driving force) in the normal driving mode to be larger than the friction torque of the engine 1 (FIG. 8). . For this reason, in addition to the effect of (1), it is not necessary to cancel the engine friction by the positive torque of the motor generator 2 in order to obtain the target coast driving force, and the fuel efficiency can be further improved.
  • the target coast driving force selection control unit sets the target coast driving force in the sailing mode (the target coast driving force for the sailing mode) as the vehicle speed VSP increases. It was set to be smaller than (normal target coast driving force) (FIG. 8). For this reason, in addition to the effects of (1) or (2), in the low vehicle speed range where the deceleration sensitivity is high, while giving the driver a sense of security, the deceleration against accelerator OFF is weak in the high vehicle speed range where the deceleration sensitivity is low. Driving can be ensured.
  • the target coast driving force selection control unit gives a change rate to the switching of the target coast driving force of the vehicle, and sets the change rate of the target coast driving force when switching from the normal travel mode to the sailing mode.
  • the setting is set to be slower than the change rate of the target coast driving force when switching from the sailing mode to the normal traveling mode (FIGS. 10 and 11). For this reason, in addition to the effects of (1) to (3), while smoothly connecting the driving force, preventing feeling deterioration when switching from the normal driving mode to the sailing mode, and driving when switching from the sailing mode to the normal driving mode It is possible to achieve both stability and stability.
  • the target coast driving force selection control unit determines that the EV mode and HEV travel when the EV mode selection is permitted by the system determination are the sailing mode, and the EV mode is selected by the system determination.
  • a mode determination unit that determines the HEV travel that is not permitted as the normal travel mode is included. Therefore, in addition to the effects (1) to (4), the target coast driving force in the sailing mode can be selected when the EV mode selection is permitted even during HEV traveling. As a result, if the accelerator is turned off after the engine is started by depressing the accelerator and transitioning to the HEV mode, it is possible to immediately shift to the sailing mode, and fuel efficiency can be improved compared to the case where the sailing mode is limited to the EV mode. it can.
  • Example 2 is an example in which the selection of the target coast driving force by measuring the inter-vehicle distance is added to the target coast driving force selection control process of Example 1.
  • FIG. 13 shows the flow of the target coast driving force selection control process executed by the target driving force calculation unit 100 of the second embodiment (target coast driving force selection control unit).
  • target driving force calculation unit 100 of the second embodiment target coast driving force selection control unit
  • step S28 following the determination that the previous mode in step S22 is the sailing mode, measurement of the inter-vehicle distance from the preceding vehicle is started, and the process proceeds to step S29.
  • the inter-vehicle distance is measured based on a sensor value from an inter-vehicle distance sensor 24 that measures the inter-vehicle distance between the host vehicle and the preceding vehicle using a radar or the like during traveling.
  • the predetermined value is set to a distance at which deceleration needs to be started in order to ensure a safe inter-vehicle distance between the host vehicle and the preceding vehicle. For example, the predetermined value is increased as the vehicle speed of the host vehicle increases. Thus, it is set by a variable value depending on the vehicle speed.
  • step S30 following the determination that the inter-vehicle distance ⁇ predetermined value in step S29, a normal target coast driving force characteristic (solid line characteristic in FIG. 8) is selected, and the target coast driving force is determined by the vehicle speed VSP at that time. The calculation is performed and the process proceeds to step S31.
  • a normal target coast driving force characteristic solid line characteristic in FIG. 8
  • step S31 following the calculation of the normal target coast driving force in step S30, a fast change rate is selected as the change rate of the target coast driving force, and the normal calculated in step S30 from the target coast driving force for sailing mode is selected. Change to the target coast driving force value at a fast rate of change and proceed to return.
  • the flow of step S21 ⁇ step S28 ⁇ step S29 ⁇ return is repeated in the flowchart of FIG. .
  • the process proceeds from step S21 to step S28 to step S29 to step S30 to step S31 to return in the flowchart of FIG.
  • the target coast driving force for the sailing mode is from time t10 to time t11 during which the accelerator is off, the inter-vehicle distance> the inter-vehicle distance threshold, the EV permission determination is permitted, and the sailing mode permission determination is permitted. Is selected. Then, when the inter-vehicle distance ⁇ the inter-vehicle distance threshold at time t11, when the sailing mode permission determination is changed to prohibition, between the time t11 and the time t12, the target coast driving force for the normal mode is changed from the target coast driving force for the normal mode. The driving force step up to is changed and connected with a steep slope. Then, after time t12, the normal target coast driving force is maintained.
  • the configuration is such that the sailing mode is canceled and the normal target coast driving force in the normal travel mode is selected. Adopted. Therefore, even if the vehicle is traveling on an expressway, if the inter-vehicle distance from the vehicle in front is reduced, it is possible to increase the driver's sense of security if the deceleration request is higher when the accelerator is turned off. Since other operations are the same as those in the first embodiment, description thereof is omitted.
  • the target coast driving force selection control unit cancels the sailing mode when the inter-vehicle distance with the preceding vehicle becomes a predetermined value or less during the sailing mode, and sets the target coast driving force (normally in the normal travel mode) Target coast driving force) is selected (FIG. 13). For this reason, in addition to the effects of (1) to (5) of Example 1, if the distance between the vehicle and the vehicle in front is reduced when traveling in the sailing mode, the deceleration due to turning off the accelerator will increase, which will give the driver a sense of security. Can be increased.
  • Example 1 As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about concrete structure, Each claim of a claim Design changes and additions are allowed without departing from the spirit of the invention.
  • the target coast driving force selection control unit determines that the EV driving and HEV driving that allow the EV mode selection by the system determination are the sailing mode, and the EV determination is not possible by the system determination.
  • An example is shown in which the HEV running that is permitted is determined as the normal running mode.
  • the target coast driving force selection control unit may be, for example, an example in which the sailing mode is determined in the EV mode and the normal travel mode is determined in the HEV mode.
  • judges sailing mode and normal driving mode including other driving conditions, such as accelerator opening condition and clutch conditions other than driving mode conditions.
  • the travel mode emphasizing fuel efficiency is determined as the sailing mode and the travel mode emphasizing driving is determined as the normal travel mode.
  • the second clutch 5 an example in which a clutch that is provided as a shift engagement element in the automatic transmission 3 and is engaged at each shift stage is used.
  • the second clutch may be an example in which a dedicated clutch or torque converter provided independently between the motor and the automatic transmission is used, or a dedicated clutch provided independently between the automatic transmission and the drive wheel.
  • a torque converter may be used.
  • Examples 1 and 2 an example of a stepped transmission is shown as the automatic transmission 3.
  • a continuously variable transmission that continuously controls the gear ratio such as a belt-type continuously variable transmission, may be used instead of the stepped transmission.
  • Embodiments 1 and 2 show an example in which the present invention is applied to a rear-wheel drive hybrid vehicle having a one-motor / two-clutch power train system in which a first clutch is interposed between an engine and a motor generator.
  • a front-wheel drive hybrid vehicle having a power train system of 1 motor and 2 clutches.
  • the vehicle is a hybrid vehicle having a drive system having an EV mode and an HEV mode as an operation mode
  • the present invention is also applied to a hybrid vehicle having a drive system in which an engine and a motor generator are connected via a power split mechanism. can do.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Selon l'invention, lors d'un déplacement dans un mode de navigation, une suppression de la fréquence d'opération de pression sur l'accélérateur et une augmentation de la performance d'économie de carburant sont réalisées. Un dispositif de commande de véhicule hybride est pourvu : d'un moteur (1) ; d'un moteur-générateur (2) ; et d'une unité de calcul de force d'entraînement cible (100) qui calcule une force d'entraînement cible d'un véhicule, et comprend des modes d'entraînement d'un mode EV et d'un mode du HEV. Dans ce dispositif de commande de véhicule hybride, l'unité de calcul de force d'entraînement cible (100) est pourvue d'une unité de commande de sélection de force d'entraînement de côte cible (FIG. 9) qui commute la force d'entraînement de côte cible du véhicule entre un mode de déplacement normal et un mode de navigation qui est un mode de déplacement mettant l'accent sur l'économie de carburant par rapport au mode de déplacement normal. L'unité de commande de sélection de force d'entraînement de côte cible règle la force d'entraînement de côte cible pour le mode de navigation inférieure à la force d'entraînement de côte cible normale.
PCT/JP2014/055661 2013-04-30 2014-03-05 Dispositif de commande de véhicule hybride WO2014178225A1 (fr)

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Cited By (1)

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CN110121452A (zh) * 2017-01-19 2019-08-13 舍弗勒技术股份两合公司 用于控制具有自动化离合器的车辆的滑行运行的方法

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JP2001054203A (ja) * 1999-08-06 2001-02-23 Mitsubishi Motors Corp 車両の回生制動装置
JP2009234566A (ja) * 2008-03-03 2009-10-15 Nissan Motor Co Ltd ハイブリッド車両のクラッチ制御装置及びクラッチ制御方法
JP2012153312A (ja) * 2011-01-28 2012-08-16 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012218697A (ja) * 2011-04-14 2012-11-12 Toyota Motor Corp 車両の制御装置
JP2013035370A (ja) * 2011-08-05 2013-02-21 Toyota Motor Corp ハイブリッド自動車

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Publication number Priority date Publication date Assignee Title
JP2001054203A (ja) * 1999-08-06 2001-02-23 Mitsubishi Motors Corp 車両の回生制動装置
JP2009234566A (ja) * 2008-03-03 2009-10-15 Nissan Motor Co Ltd ハイブリッド車両のクラッチ制御装置及びクラッチ制御方法
JP2012153312A (ja) * 2011-01-28 2012-08-16 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012218697A (ja) * 2011-04-14 2012-11-12 Toyota Motor Corp 車両の制御装置
JP2013035370A (ja) * 2011-08-05 2013-02-21 Toyota Motor Corp ハイブリッド自動車

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110121452A (zh) * 2017-01-19 2019-08-13 舍弗勒技术股份两合公司 用于控制具有自动化离合器的车辆的滑行运行的方法

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