WO2015037042A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

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Publication number
WO2015037042A1
WO2015037042A1 PCT/JP2013/074303 JP2013074303W WO2015037042A1 WO 2015037042 A1 WO2015037042 A1 WO 2015037042A1 JP 2013074303 W JP2013074303 W JP 2013074303W WO 2015037042 A1 WO2015037042 A1 WO 2015037042A1
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WIPO (PCT)
Prior art keywords
vehicle speed
motor
lockup
assist power
engine
Prior art date
Application number
PCT/JP2013/074303
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English (en)
Japanese (ja)
Inventor
祐也 小暮
健児 米田
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2013/074303 priority Critical patent/WO2015037042A1/fr
Publication of WO2015037042A1 publication Critical patent/WO2015037042A1/fr

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    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0026—Lookup tables or parameter maps
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
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    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • 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

Definitions

  • the present invention relates to a control apparatus for a hybrid vehicle having an engine use slip travel mode and a hybrid vehicle travel mode as travel modes.
  • the conventional hybrid vehicle control device has a map that defines the relationship between the lockup vehicle speed and the accelerator opening, and the lockup vehicle speed is set based on this map and the accelerator opening.
  • the lockup vehicle speed is set on the basis that, for example, the driving force necessary for high-load traveling can be provided only by the output power from the engine.
  • the engine can output more power as the rotational speed increases, that is, as the vehicle speed increases. Therefore, in order to ensure the driving force required only by the engine output power, the lockup vehicle speed set based on the map and the accelerator opening cannot be reduced. Therefore, slip engagement of the frictional engagement element is continued even in a high vehicle speed range, causing a problem that durability and fuel consumption of the frictional engagement element are deteriorated.
  • the present invention has been made paying attention to the above problem, and provides a control device for a hybrid vehicle capable of suppressing the deterioration of the durability and fuel consumption of a frictional engagement element while ensuring the necessary driving force. With the goal.
  • a control apparatus for a hybrid vehicle of the present invention is provided between a drive source having an engine and a motor, and between the drive source and the drive wheel, and connects and disconnects the drive source and the drive wheel.
  • the vehicle speed reaches a predetermined lock-up vehicle speed set in advance when the engine is in a slip traveling mode in which the friction engagement element is slip-engaged with the friction engagement element mounted on a hybrid vehicle including the friction engagement element.
  • travel mode control means for completely engaging the friction engagement element and shifting to the hybrid vehicle travel mode.
  • the travel mode control means obtains the lockup vehicle speed based on an assist power calculation unit that calculates motor assist power that is output from the motor and assists the engine, and the motor assist power and the accelerator opening.
  • a lockup vehicle speed setting unit, and further, the lockup vehicle speed setting unit sets the lockup vehicle speed lower as the motor assist power is larger.
  • the assist power calculation unit calculates the motor assist power for assisting the engine.
  • the lockup vehicle speed setting unit obtains the lockup vehicle speed based on the motor assist power and the accelerator opening. At this time, the lockup vehicle speed is set lower as the motor assist power is larger. That is, when setting the lockup vehicle speed that is a predetermined vehicle speed set in advance, the motor assist power is taken into consideration, and if the motor assist power is large, the lockup vehicle speed is set low. Therefore, the lockup vehicle speed can be reduced, and the traveling mode can be changed to the hybrid vehicle mode even in a relatively low vehicle speed range. As a result, it is possible to prevent the frictional engagement element from continuing the slip engagement for a long time and to secure the necessary driving force, while suppressing the durability of the frictional engagement element and the deterioration of fuel consumption.
  • FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle to which a control device according to a first embodiment is applied. It is a flowchart which shows the flow of the driving mode transition control process (driving mode control means) performed with a hybrid control module. It is a figure which shows an example of a mode selection map. It is an example of the lockup vehicle speed map used with the control apparatus of Example 1.
  • FIG. It is a characteristic diagram which shows the clutch input torque with respect to the input rotation speed of a friction engagement element. It is explanatory drawing which shows the ratio of the engine output power and motor assist power which are decided for every battery SOC.
  • Example 1 First, the configuration of the hybrid vehicle control device according to the first embodiment will be described by dividing it into “the overall system configuration of the FF hybrid vehicle”, “the detailed configuration of the travel mode transition control”, and “the detailed configuration of the lockup vehicle speed setting process”. .
  • FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle to which the control device of the first embodiment is applied.
  • the overall system configuration of the FF hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied will be described below with reference to FIG.
  • a drive system of an FF hybrid vehicle (an example of a hybrid vehicle) includes a starter motor 1, a horizontally mounted engine 2, a first clutch 3 (abbreviated as “CL1”), and a motor / generator (motor). ) 4, a second clutch 5 (abbreviated as “CL2”: friction engagement element), and a belt type continuously variable transmission 6 (abbreviated as “CVT”).
  • the output shaft of the belt-type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10L and 10R via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9L and 9R.
  • the left and right rear wheels 11L and 11R are driven wheels.
  • the starter motor 1 is a cranking motor that has a gear that meshes with an engine starting gear provided on a crankshaft of the horizontal engine 2 and that rotates the crankshaft when the engine is started.
  • the horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and serves as a drive source for the FF hybrid vehicle.
  • the horizontal engine 2 includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the horizontal engine 2.
  • the first clutch 3 is a normally open dry multi-plate friction clutch that is hydraulically interposed between the horizontal engine 2 and the motor / generator 4, and is fully engaged / slip engaged / released by the first clutch oil pressure. Is controlled.
  • the motor / generator 4 is a three-phase AC permanent magnet synchronous motor connected to the transverse engine 2 via the first clutch 3 and serves as a drive source for the FF hybrid vehicle.
  • the motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.
  • the second clutch 5 is a wet multi-plate friction clutch (friction engagement element) that is hydraulically interposed between the motor / generator 4 and the left and right front wheels 10L and 10R as drive wheels. Full fastening / slip fastening / release is controlled by hydraulic pressure.
  • the second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.
  • the belt type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber.
  • the belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub oil pump 15 (motor drive), and a line pressure PL generated by adjusting pump discharge pressure from the main oil pump 14. And a control valve unit (not shown) that generates the first and second clutch hydraulic pressures and the transmission hydraulic pressure with the pressure as the original pressure.
  • the sub oil pump 15 is mainly used as an auxiliary pump for producing lubricating cooling oil.
  • the first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system.
  • the main drive modes (drive modes) of this drive system are “EV mode” and “HEV mode”.
  • WSC mode The “EV mode” is an electric vehicle traveling mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is the driving source. It is called “running”.
  • the “HEV mode” is a hybrid vehicle traveling mode in which the first and second clutches 3 and 5 are engaged and the horizontally placed engine 2 and the motor / generator 4 are used as driving sources. It is called “HEV driving”.
  • the horizontal engine 2 is operated, the first clutch 3 is engaged, and the second clutch 5 is slip-engaged with a transmission torque capacity corresponding to the required driving force.
  • This is an engine-use slip running mode that runs while being included in the power source.
  • the regenerative cooperative brake unit 16 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated.
  • the regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally placed engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.
  • the power system of the FF hybrid vehicle includes a high-power battery 21 as a motor / generator power source and a 12V battery 22 as a 12V system load power source.
  • the high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4.
  • a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used.
  • the high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.
  • the high-power battery 21 and the motor / generator 4 are connected through a DC harness 25, an inverter 26, and an AC harness 27.
  • the inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.
  • the 12V battery 22 is a secondary battery mounted as a power source for a 12V system load, which is an auxiliary machine. For example, a lead battery mounted in an engine vehicle or the like is used.
  • the high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38.
  • the DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 to 12V, and the charge amount of the 12V battery 22 is controlled by controlling the DC / DC converter 37 by the hybrid control module 81. Is configured to manage.
  • the control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control means for properly managing the energy consumption of the entire vehicle.
  • Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”).
  • a lithium battery controller 86 abbreviation: “LBC”.
  • the hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like.
  • the engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontally placed engine 2.
  • the motor controller 83 performs power running control, regeneration control, and the like of the motor / generator 4 by the inverter 26.
  • the CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like.
  • the lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21.
  • FIG. 2 is a flowchart showing a flow of a travel mode transition control process (travel mode control means) executed by the hybrid control module.
  • travel mode transition control process travel mode control means
  • step S1 motor assist power that is output from the motor / generator 4 and assists the output power of the horizontal engine 2 is calculated, and the process proceeds to step S2.
  • This step S2 corresponds to an assist power calculation unit.
  • the “motor assist power” is the maximum power that can be output by the motor / generator 4.
  • the “motor assist power” is limited according to the first assist power obtained by subtracting the motor loss from the maximum battery output power determined according to the temperature of the high-power battery 21 and the charge capacity (battery SOC) of the high-power battery 21.
  • the second assist power is set to a smaller value. That is, if the battery SOC is high, the first assist power is often set to “motor assist power”, and if the battery SOC is low, the second assist power is often set to “motor assist power”.
  • the “motor loss” is calculated from the motor rotation speed and the motor torque.
  • step S2 following the calculation of the motor assist power in step S1, it is determined whether or not the target state of the second clutch 5 is slip engagement. If YES (slip engagement), the process proceeds to step S3. If NO (completely engaged), the process proceeds to step S6.
  • the target state of the second clutch 5 is determined by the position of the operating point (APO, VSP) determined by the accelerator opening and the vehicle speed in the mode selection map shown in FIG. That is, in the mode selection map of FIG. 3, if the operating point (APO, VSP) exists in the “WSC region”, the target state of the second clutch 5 is slip engagement.
  • step S3 following the determination of the second clutch slip engagement in step S2, the lockup vehicle speed is determined based on the motor assist power calculated in step S1 and the accelerator opening detected by the accelerator opening sensor 92. Is set, and the process proceeds to step S4.
  • This step S3 corresponds to a lockup vehicle speed setting unit.
  • the “lock-up vehicle speed” means that when the second clutch 5 is completely engaged from the “WSC mode” and transitions to the “HEV mode”, when driving at a high load such as sandy driving or uphill driving. It is a vehicle speed that can output the “necessary driving force at high load”, which is the required driving force. Details of the “lock-up vehicle speed” setting process will be described later.
  • step S4 following the setting of the lockup vehicle speed in step S3, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 93 has reached the lockup vehicle speed set in step S3. If YES (vehicle speed ⁇ lockup vehicle speed), the process proceeds to step S5. If NO (vehicle speed ⁇ lockup vehicle speed), proceed to return.
  • step S5 following the determination that vehicle speed ⁇ lockup vehicle speed in step S4, the driving point (APO, VSP) crosses the WSC ⁇ HEV switching line in the mode selection map of FIG. Assuming the movement to the “HEV region”, the target state of the second clutch 5 is changed to complete engagement, and the process proceeds to RETURN. Thereby, the second clutch 5 is completely engaged.
  • step S6 following the determination that the second clutch is completely engaged in step S2, the slip-in vehicle speed is set, and the process proceeds to step S7.
  • the “slip-in vehicle speed” is a vehicle speed when the second clutch 5 is slip-engaged from the “HEV mode” and transitioned to the “WSC mode”, and hysteresis is applied to the low vehicle speed side with respect to the lockup vehicle speed. It is set to have. That is, in the mode selection map shown in FIG. 3, it is set by the HEV ⁇ WSC switching line indicated by a broken line.
  • step S7 following the setting of the slip-in vehicle speed in step S6, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 93 is less than the slip-in vehicle speed. If YES (vehicle speed ⁇ slip-in vehicle speed), the process proceeds to step S8. If NO (vehicle speed ⁇ slip-in vehicle speed), the process proceeds to return.
  • step S8 following the determination of vehicle speed ⁇ slip-in vehicle speed in step S7, the driving point (APO, VSP) crosses the HEV ⁇ WSC switching line in the mode selection map of FIG. Assuming the movement to the “WSC region”, the target state of the second clutch 5 is changed to slip engagement, and the process proceeds to RETURN. As a result, slip engagement processing is executed for the second clutch 5.
  • FIG. 4 is an example of a lockup vehicle speed map used in the control device of the first embodiment. Hereinafter, based on FIG. 4, the detailed structure of the lockup vehicle speed setting process of Example 1 is demonstrated.
  • step S3 of the flowchart shown in FIG. 2 the lockup vehicle speed is set.
  • the hybrid control module 81 has a plurality of lockup vehicle speed maps preliminarily defining the relationship among the motor assist power, the accelerator opening, and the lockup vehicle speed (see FIG. 4). ). That is, in the plurality of lockup vehicle speed maps, a plurality of mode selection maps that uniquely set the lockup vehicle speed according to the accelerator opening are set according to the magnitude of the motor assist power.
  • one map to be used for setting the lockup vehicle speed is selected from the plurality of lockup vehicle speed maps shown in FIG. 4 according to the motor assist power calculated in step S1 of the flowchart shown in FIG.
  • the lockup vehicle speed is set based on the selected map and the current accelerator opening.
  • the slip-in vehicle speed has a plurality of slip-in vehicle speed maps that predetermine the relationship among motor assist power, accelerator opening, and slip-in vehicle speed in the hybrid control module 81.
  • FIG. 5 is a characteristic diagram showing the clutch input torque with respect to the input rotation speed of the friction engagement element.
  • FIG. 5 the lock-up vehicle speed setting process of a comparative example and its subject are demonstrated.
  • the output torque of the drive source when the engine is operated is the engine output torque and the motor This is the total output torque. That is, the clutch input torque input to the friction engagement element is the total value of the engine output power and the motor assist power.
  • the motor assist power increases as the battery SOC increases. That is, when the battery SOC is low and the motor assist power is zero (only engine output power), the output torque of the drive source is low, and the “clutch input torque” that is the torque input to the friction engagement element is as shown in FIG. The value indicated by a solid line at. Further, when the battery SOC is high and the motor assist power is maximum, the output torque of the drive source is high, and the clutch input torque is a value indicated by a one-dot chain line in FIG.
  • the engine output power increases as the engine speed increases.
  • the input rotational speed of the frictional engagement element and the vehicle speed are proportional to the engine rotational speed. Therefore, regardless of the battery SOC, as shown in FIG. 5, the clutch input torque increases as the input rotational speed of the frictional engagement element increases, that is, as the vehicle speed increases.
  • the friction engagement element is operated with the engine running.
  • the vehicle may run in the engine-in-use slip running mode (WSC mode). In the “WSC mode”, creep running can be achieved even when the battery SOC is low or the engine water temperature is low.
  • the timing of transition from the “WSC mode” to the “HEV mode” after completely engaging the frictional engagement elements is determined by the vehicle speed. In other words, it is the vehicle speed (lockup vehicle speed) when the input rotation speed of the frictional engagement element reaches the rotation speed that can output the torque necessary for driving on a high load road surface such as sandy ground (necessary driving force at high load). , Completely tighten the frictional engagement element. Thereby, driving
  • the control device for the hybrid vehicle of the comparative example does not consider the motor assist power, and determines the lockup vehicle speed based on the fact that the required driving force at high load can be covered only by the engine output power. It was. That is, the input rotational speed N1 of the frictional engagement element at a position where the clutch input torque characteristic diagram (solid line) when the battery SOC is low and the motor assist power is zero intersects the required driving force during high load (broken line). The vehicle speed required in proportion to the vehicle speed was used as the lockup vehicle speed.
  • step S1 in this flowchart is executed to calculate motor assist power.
  • the motor assist power changes according to the battery temperature, and becomes maximum when the battery temperature is about an appropriate temperature (35 ° C. to 38 ° C.). Further, the motor assist power is limited depending on the battery SOC. That is, if the battery SOC is high, the motor assist power is not limited and depends on the battery temperature or the like, but if the battery SOC is low, the output of the motor assist power may be limited to zero. In step S1, a smaller value of the first assist power obtained by subtracting the motor loss from the maximum battery output power and the second assist power limited according to the battery SOC is the motor assist power. For this reason, the maximum power that can be output by the motor / generator 4 is the motor assist power.
  • step S2 if the second clutch 5 is in the slip engagement state, the process proceeds to step S3 and the lockup vehicle speed is set.
  • step S3 the lockup vehicle speed is set.
  • one map to be used for setting the lockup vehicle speed is selected from the plurality of lockup vehicle speed maps shown in FIG.
  • the lockup vehicle speed is set based on the accelerator opening.
  • the lockup vehicle speed is set to a smaller value as the motor assist power is larger.
  • a predetermined clutch input torque for example, a required driving force at high load
  • the engine output power is increased accordingly. This is because it can be suppressed. That is, when the battery SOC is low, the motor assist power is zero, and the motor regenerative torque must be covered by the engine output power. At this time, the engine output power is required more than the required driving force at the time of high load, and the lockup vehicle speed increases accordingly.
  • the friction of the second clutch 5 can be suppressed, and the clutch can be completely engaged when the input rotational speed of the second clutch 5 is low. Therefore, durability of the second clutch 5 and deterioration of fuel consumption accompanying clutch heat generation can be suppressed.
  • the first assist power obtained by subtracting the motor loss from the maximum output power of the high-power battery 21 and the battery SOC are calculated.
  • the second assist power limited accordingly a smaller value is used as the motor assist power. Therefore, the output power from the motor / generator 4 can be obtained easily and accurately, and the lockup vehicle speed can be set appropriately.
  • a plurality of lockup vehicle speed maps are provided in advance that define the relationship among motor assist power, accelerator opening, and lockup vehicle speed.
  • step S3 of the flowchart shown in FIG. 2 when setting the lockup vehicle speed, one map selected from a plurality of lockup vehicle speed maps as shown in FIG. Based on this, the lockup vehicle speed is set. Therefore, the complicated calculation of the lockup vehicle speed is not required, and the lockup vehicle speed can be easily set by detecting the accelerator opening.
  • This slip-in vehicle speed is the vehicle speed at which the second clutch 5 in the fully engaged state starts to be slip-engaged, but has hysteresis on the low vehicle speed side with respect to the lockup vehicle speed set based on the motor assist power and the accelerator opening. It is the value that is set. Accordingly, if the motor assist power is large, slip engagement is performed at a lower speed side, so that the region of the “HEV mode” can be expanded and friction of the second clutch 5 can be suppressed. And the deterioration of the durability and fuel consumption of the second clutch 5 can be prevented.
  • a drive source having an engine (horizontal engine) 2 and a motor (motor / generator) 4;
  • a frictional engagement element (second clutch) 5 that is interposed between the drive sources 2 and 4 and the drive wheels (left and right front wheels) 10L and 10R and connects and disconnects the drive sources 2 and 4 and the drive wheels 10L and 10R.
  • WSC mode engine use slip traveling mode
  • the friction engagement element 5 is In a hybrid vehicle control device comprising travel mode control means (FIG.
  • the travel mode control means includes an assist power calculation unit (step S1) that calculates motor assist power that is output from the motor 4 and assists the engine 2.
  • a lockup vehicle speed setting unit (step S3) for obtaining the lockup vehicle speed based on the motor assist power and the accelerator opening;
  • the lockup vehicle speed setting unit (step S3) is configured to set the lockup vehicle speed lower as the motor assist power increases.
  • the predetermined lock-up vehicle speed is configured to be a vehicle speed that can output a required driving force at a high load.
  • high-load driving such as sandy driving can be performed, and driving can be performed regardless of vehicle conditions.
  • the assist power calculation unit (step S1) is a first assist that is obtained by subtracting the motor loss from the maximum output power of the battery (high-power battery) 21 that stores the power supplied to the motor (motor / generator) 4. A smaller value of the power and the second assist power limited according to the charge capacity (battery SOC) of the battery 21 is set as the motor assist power.
  • the motor assist power can be obtained easily and accurately, and the lockup vehicle speed can be set appropriately.
  • the lockup vehicle speed setting unit has a plurality of lockup vehicle speed maps (FIG. 4) that define the relationship among the motor assist power, the accelerator opening, and the lockup vehicle speed. And The lockup vehicle speed is set based on a map selected from the plurality of lockup vehicle speed maps according to the motor assist power and the accelerator opening. As a result, in addition to any of the effects (1) to (3), a complicated calculation of the lockup vehicle speed is unnecessary, and the lockup vehicle speed can be easily set by detecting the accelerator opening.
  • the travel mode control means sets the vehicle speed to a slip-in vehicle speed set with hysteresis on the low vehicle speed side with respect to the lockup vehicle speed. Is reached, the engine is switched to the slip mode using the engine (WSC mode).
  • WSC mode the engine
  • the second clutch 5 is slip-engaged on the lower speed side according to the motor assist power at the time of transition from the “HEV mode” to the “WSC mode”.
  • the state of the “HEV mode” can be expanded, and the friction of the second clutch 5 can be suppressed. And the deterioration of the durability and fuel consumption of the second clutch 5 can be prevented.
  • the hybrid vehicle control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims is described. Design changes and additions are allowed without departing from the gist.
  • the example has the plurality of lockup vehicle speed maps shown in FIG. 4 and uses the plurality of maps when setting the lockup vehicle speed.
  • the present invention is not limited to this.
  • an arithmetic expression for calculating the lockup vehicle speed may be provided, and the lockup vehicle speed may be obtained by calculation from the motor assist power and the accelerator opening.
  • Example 1 the example which applies the control apparatus of the hybrid vehicle of this invention to FF hybrid vehicle was shown.
  • the control device of the present invention can be applied not only to FF hybrid vehicles but also to FR hybrid vehicles, 4WD hybrid vehicles, and plug-in hybrid vehicles. In short, it can be applied to any hybrid vehicle.
  • the first clutch 3 is interposed between the horizontal engine 2 and the motor / generator 4, and the horizontal engine 2 and the motor / generator 4 can be connected / disconnected by the first clutch 3.
  • a drive source in which the engine and the motor are always directly connected, or a drive source in which the engine, the motor, and the generator are connected via an operating gear may be used.
  • a belt-type continuously variable transmission is used as the automatic transmission
  • the present invention is not limited to this, and a stepped automatic transmission may be used.
  • a clutch or a brake included in the transmission may be used as the second clutch.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un dispositif de commande de véhicule hybride apte à inhiber une dégradation de la durée de vie d'éléments de prise par frottement et de la consommation de carburant qui accompagne une génération de chaleur d'embrayage. Le dispositif de commande pour un véhicule hybride comprend : une unité de calcul de puissance d'assistance (étape S1) pour calculer la puissance d'assistance de moteur délivrée par un moteur/générateur (4) pour assister un moteur à combustion (2) dans des moyens de commande de mode de déplacement (FIG. 2) pour engager totalement un second embrayage (5) pour effectuer une transition vers un mode de véhicule électrique hybride (HEV) quand la vitesse du véhicule a atteint une vitesse de véhicule de blocage prédéterminée établie à l'avance dans un mode WSC, dans lequel le second embrayage (5) a été engagé en patinage avec le moteur à combustion (2) dans un état actionné ; et une unité d'établissement de vitesse de véhicule de blocage (étape S3) pour déterminer la vitesse de véhicule de blocage et paramétrer la vitesse de véhicule de blocage de telle sorte qu'elle est inférieure, de façon significative, à une puissance d'assistance de moteur supérieure sur la base de la puissance d'assistance de moteur et de l'ouverture d'accélérateur.
PCT/JP2013/074303 2013-09-10 2013-09-10 Dispositif de commande de véhicule hybride WO2015037042A1 (fr)

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JP2012091561A (ja) * 2010-10-25 2012-05-17 Nissan Motor Co Ltd ハイブリッド車両の制御装置
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JPWO2016151663A1 (ja) * 2015-03-20 2017-08-31 日産自動車株式会社 車両の回生変速制御装置
CN107636362A (zh) * 2015-03-20 2018-01-26 日产自动车株式会社 车辆的再生变速控制装置
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