WO2015037588A1 - Dispositif de détermination de panne pour véhicules hybrides et son procédé de détermination de panne - Google Patents

Dispositif de détermination de panne pour véhicules hybrides et son procédé de détermination de panne Download PDF

Info

Publication number
WO2015037588A1
WO2015037588A1 PCT/JP2014/073825 JP2014073825W WO2015037588A1 WO 2015037588 A1 WO2015037588 A1 WO 2015037588A1 JP 2014073825 W JP2014073825 W JP 2014073825W WO 2015037588 A1 WO2015037588 A1 WO 2015037588A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
failure determination
temperature
rotational speed
engine
Prior art date
Application number
PCT/JP2014/073825
Other languages
English (en)
Japanese (ja)
Inventor
倫平 天野
創 田坂
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2015536586A priority Critical patent/JP6152422B2/ja
Publication of WO2015037588A1 publication Critical patent/WO2015037588A1/fr

Links

Images

Classifications

    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/485—Temperature
    • 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
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60W2510/0291—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1088—CVT
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50661—Limit transmission input torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5108—Failure diagnosis
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a technique for determining a clutch engagement failure (MIN pressure failure) due to insufficient hydraulic pressure supplied to a clutch in a hybrid vehicle.
  • JP2010-155590A discloses a hybrid vehicle in which an engine and a motor are arranged in series, a first clutch is arranged between the engine and the motor, and a second clutch is arranged between the motor and the drive wheel.
  • the EV mode travels only with the motor.
  • the HEV travels with the engine and the motor. It becomes a mode.
  • the failure determination as to whether or not a clutch engagement failure (MIN pressure failure) has occurred due to insufficient hydraulic pressure supplied to the clutch is determined if the engine blow-off is not suppressed by motor regeneration. This can be done based on the difference (difference between the rotational speed of the input side element and the rotational speed of the output side element). That is, if there is a rotational speed difference in the clutch when the select position such as D, R, etc. is operated to the travel position and the clutch is supposed to be engaged, it can be determined that a clutch engagement failure has occurred. .
  • the clutch temperature is estimated, and when it is determined that the estimated clutch temperature exceeds the upper limit, the driving force is cut to prevent the clutch temperature from rising further.
  • the clutch temperature is estimated based on the engagement torque capacity of the clutch and the rotational speed difference in the clutch.
  • the clutch temperature is actually large because the clutch is released or substantially released and the clutch heat generation is small.
  • the driving force is cut by the high-temperature protection process because it is erroneously estimated to be high. If the driving force is cut, the rotational speed difference in the clutch is reduced, and the determination method based on the rotational speed difference cannot determine the engagement failure of the clutch.
  • the present invention has been made in view of such a technical problem, and prevents failure determination processing for determining clutch engagement failure from interfering with high-temperature protection processing so that failure determination processing is performed correctly. For the purpose.
  • the temperature of the clutch exceeds the upper limit temperature based on the engine and motor arranged in series, the clutch arranged between the motor and the drive wheel, and the rotational speed difference in the clutch.
  • a high temperature protection unit that performs a driving force cut to zero the torque input to the clutch from the engine and the motor when it is determined that the temperature of the clutch exceeds the upper limit temperature.
  • a failure determination apparatus for a hybrid vehicle comprising: an engagement failure determination stage for determining an engagement failure of the clutch based on a rotational speed difference in the clutch; and the engagement failure determination unit determining an engagement failure of the clutch,
  • a failure determination device including a control interference prevention unit that prevents the driving force from being cut by the high temperature protection unit.
  • an engine and a motor arranged in series, a clutch arranged between the motor and the drive wheel, and the temperature of the clutch based on a difference in rotational speed between the clutches is an upper limit temperature.
  • a high-temperature protection unit that performs a driving force cut to zero torque input from the engine and the motor to the clutch;
  • a failure determination method for a hybrid vehicle comprising: determining a clutch engagement failure based on a rotational speed difference in the clutch; and determining the clutch engagement failure while performing the driving force cut by the high-temperature protection unit.
  • a failure determination method is provided that is not performed.
  • the clutch engagement failure is determined based on the rotational speed difference in the clutch, but the driving force is not cut by the high temperature protection of the clutch while the clutch engagement failure is determined. As a result, it is prevented that the rotational speed difference in the clutch is reduced due to the driving force cut and the clutch engagement failure cannot be determined (control interference is prevented), and the clutch engagement failure is correctly corrected based on the rotational speed difference in the clutch. Can be determined.
  • FIG. 1 is an overall configuration diagram of a hybrid vehicle to which a failure determination device according to an embodiment of the present invention is applied.
  • FIG. 2 is an example of the mode switching map.
  • FIG. 3 is a flowchart showing the contents of the failure determination process.
  • FIG. 4 is a map for setting the torque-down amount.
  • FIG. 5 is a flowchart showing the contents of the high temperature protection process.
  • FIG. 1 is an overall configuration diagram of a hybrid vehicle (hereinafter referred to as a vehicle) 100.
  • vehicle 100 includes an engine 1, a first clutch 2, a motor generator (hereinafter referred to as MG) 3, a first oil pump 4, a second oil pump 5, a second clutch 6, and a continuously variable transmission. (Hereinafter referred to as CVT) 7, drive wheel 8, and integrated controller 50.
  • MG motor generator
  • CVT continuously variable transmission
  • Engine 1 is an internal combustion engine that uses gasoline, diesel, or the like as fuel, and the rotational speed, torque, and the like are controlled based on commands from integrated controller 50.
  • the first clutch 2 is a normally open hydraulic clutch interposed between the engine 1 and the MG 3.
  • the first clutch 2 is engaged / released by the hydraulic pressure adjusted by the hydraulic control valve unit 71 using the discharge pressure of the first oil pump 4 or the second oil pump 5 as a source pressure based on a command from the integrated controller 50. Is controlled.
  • a dry multi-plate clutch is used as the first clutch 2.
  • MG3 is a synchronous rotating electric machine that is arranged in series with the engine 1, has a permanent magnet embedded in the rotor, and a stator coil wound around the stator.
  • the MG 3 is controlled by applying a three-phase alternating current generated by the inverter 9 based on a command from the integrated controller 50.
  • the MG 3 can operate as an electric motor that is rotationally driven by the supply of electric power from the battery 10. Further, when the rotor receives rotational energy from the engine 1 or the drive wheel 8, the MG 3 functions as a generator that generates electromotive force at both ends of the stator coil and can charge the battery 10.
  • the first oil pump 4 is a vane pump that operates when the rotation of the MG 3 is transmitted via the belt 4b.
  • the first oil pump 4 sucks up the hydraulic oil stored in the oil pan 72 of the CVT 7 and supplies the hydraulic pressure to the hydraulic control valve unit 71.
  • the second oil pump 5 is an electric oil pump that operates by receiving power from the battery 10.
  • the second oil pump 5 is driven when the amount of oil is insufficient with only the first oil pump 4 based on a command from the integrated controller 50, and is stored in the oil pan 72 of the CVT 7 in the same manner as the first oil pump 4.
  • the hydraulic oil is sucked up and the hydraulic pressure is supplied to the hydraulic control valve unit 71.
  • the second clutch 6 is interposed between the MG 3, the CVT 7, and the drive wheel 8.
  • the second clutch is controlled to be engaged and disengaged by the hydraulic pressure adjusted by the hydraulic control valve unit 71 using the discharge pressure of the first oil pump 4 or the second oil pump 5 as a source pressure based on a command from the integrated controller 50. Is done.
  • a normally open wet multi-plate clutch is used as the second clutch 6, for example.
  • the CVT 7 is arranged downstream of the MG 3 and can change the gear ratio steplessly according to the vehicle speed, the accelerator opening, and the like.
  • the CVT 7 includes a primary pulley, a secondary pulley, and a belt that spans both pulleys.
  • a primary pulley pressure and a secondary pulley pressure are generated by the hydraulic control valve unit 71 using the discharge pressure from the first oil pump 4 and the second oil pump 5 as a source pressure, and the movable pulley of the primary pulley and the movable pulley of the secondary pulley are generated by the pulley pressure.
  • the gear ratio is changed steplessly by moving the shaft in the axial direction and changing the pulley contact radius of the belt.
  • a differential 12 is connected to an output shaft of the CVT 7 via a final reduction gear mechanism (not shown), and a drive wheel 8 is connected to the differential 12 via a drive shaft 13.
  • the integrated controller 50 performs various controls on the engine 1, MG3 (inverter 9), and CVT 7 based on these input signals.
  • the integrated controller 50 calculates a required driving force (driving force that realizes the acceleration required by the driver) based on the accelerator opening APO and the vehicle speed VSP, and the engine 1 is configured so that the required driving force is realized. And MG3 torque are controlled respectively.
  • the integrated controller 50 sets the engagement torque capacity of the second clutch 6 capable of transmitting torque input from the engine 1 and the MG 3 as the target torque capacity Tc, and the engagement torque capacity of the second clutch 6 is set to the target torque capacity Tc.
  • the hydraulic pressure supplied to the second clutch 6 from the hydraulic control valve unit 71 is controlled so that
  • the integrated controller 50 calculates a target gear ratio based on the accelerator opening APO and the vehicle speed VSP, and controls the gear ratio of the CVT 7 so that the target gear ratio is realized.
  • the integrated controller 50 switches between the EV mode and the HEV mode as the operation mode of the vehicle 100 with reference to the mode switching map shown in FIG.
  • EV mode is a mode in which the first clutch 2 is disengaged and only MG3 is used as a drive source.
  • the EV mode is selected when the required driving force is low and the SOC of the battery 10 is sufficient.
  • the HEV mode is a mode in which the first clutch 2 is engaged and the engine 1 and the MG 3 are used as driving sources.
  • the HEV mode is selected when the required driving force is high or when the SOC of the battery 10 is insufficient.
  • the switching line from the EV mode to the HEV mode is set at a higher vehicle speed side and a larger accelerator opening than the switching line from the HEV mode to the EV mode so that the switching between the EV mode and the HEV mode is not hunting.
  • the integrated controller 50 performs WSC control that starts and stops while slipping the second clutch 6.
  • the integrated controller 50 is supplied to the second clutch 6.
  • the hydraulic pressure is gradually increased, and the second clutch 6 is gradually engaged while slipping.
  • VSP1 the integrated controller 50 completely engages the second clutch 6, and ends the WSC control.
  • the integrated controller 50 gradually increases the hydraulic pressure supplied to the second clutch 6.
  • the second clutch 6 is gradually released while slipping.
  • the integrated controller 50 completely releases the second clutch 6 and ends the WSC control.
  • the integrated controller 50 controls the engine 1 and the MG 3 so that the rotational speed difference in the second clutch 6 becomes the target rotational speed difference.
  • the durability of the second clutch 6 decreases, so the temperature of the second clutch 6 is estimated, and the estimated temperature of the second clutch 6 is the upper limit.
  • the driving force is cut so that the torque input from the engine 1 and the MG 3 to the second clutch 6 becomes zero, and the durability of the second clutch 6 is prevented from deteriorating due to heat generation (high temperature protection). processing).
  • FIG. 3 is a flowchart showing the content of the failure determination process of the second clutch 6 performed by the integrated controller 50.
  • the integrated controller 50 determines whether a failure determination condition is satisfied.
  • the failure judgment condition is that the CVT 7 select position is in a driving position such as D, R, etc., the accelerator opening is larger than 0, the operation mode is not being switched, the select position is not being changed, and a sensor failure has occurred. Is determined to have been established. If the failure determination condition is satisfied, the process proceeds to S2, and if not, the process ends.
  • the integrated controller 50 reads the accelerator opening APO, the vehicle speed VSP, the rotational speed Ne of the engine 1, the rotational speed Nm of MG3, and the input rotational speed Nin of CVT7.
  • the accelerator opening APO, the vehicle speed VSP, the rotational speed Ne of the engine 1, and the input rotational speed Nin of the CVT 7 are values detected by sensors, and the rotational speed Nm of MG3 is a value calculated from a control signal of MG3. .
  • the integrated controller 50 calculates the actual torque Te of the engine 1 and the actual torque Tm of the MG3.
  • the actual torque Te of the engine 1 can be calculated by referring to the torque map of the engine 1 based on the accelerator opening APO and the rotational speed Ne of the engine 1.
  • the actual torque of MG3 can be calculated based on the electrical load (current value) of MG3.
  • the integrated controller 50 calculates the target torque capacity Tc of the second clutch 6.
  • the target torque capacity Tc is an engagement torque capacity of the second clutch 6 capable of transmitting torque input from the engine 1 and MG3.
  • the integrated controller 50 determines whether or not the blow of the engine 1 when the second clutch 6 is poorly engaged can be suppressed by regeneration of the MG3. Whether the engine 1 can be blown or not depends on the actual torque of the engine 1 and the regenerative capacity of the MG 3.
  • the accelerator opening APO is smaller than the predetermined opening APOth, or the SOC of the battery 10 is a predetermined predetermined value.
  • the integrated controller 50 determines that there is a possibility that the second clutch 6 is defectively engaged, and the process proceeds to S7. Otherwise, the process proceeds to S15.
  • the integrated controller 50 sets the failure determination flag to 1 and counts up the failure determination timer.
  • the failure determination timer is a timer for measuring a time during which the torque deviation is larger than the first failure determination value ⁇ 1.
  • the integrated controller 50 determines whether the value of the failure determination timer is greater than the failure determination threshold value TFAIL. When the value of the failure determination timer is larger than the failure determination threshold value TFAIL, the process proceeds to S9, and the integrated controller 50 determines that the engagement failure has occurred in the second clutch 6.
  • the pseudo-D state is a state in which the second clutch 6 is not engaged due to the operation delay of the hydraulic control valve unit 71 even though the integrated position is recognized as the travel position because the select position is the travel position. is there. Since the torque deviation is likely to be resolved within a short time in the pseudo D state, it is possible to distinguish the pseudo D state from the engagement failure of the second clutch 6 by using the failure determination timer in this way. it can.
  • the integrated controller 50 sets and sets the torque reduction amount with reference to the map shown in FIG.
  • the torque of the engine 1 is reduced according to the amount of torque reduction.
  • the temperature of the second clutch 6 is erroneously estimated to be high in the high temperature protection process described later, and the driving force is cut, so that the rotational speed difference in the second clutch 6 is reduced and the engagement failure of the second clutch can be determined. Prevent disappearance.
  • the torque-down amount is set when the rotational speed difference in the second clutch 6 calculated based on the rotational speed Nm of the MG 3 and the input rotational speed Nin of the CVT 7 is a predetermined value or more.
  • the predetermined value is a lower limit value of the rotational speed difference that may cause the engagement failure of the second clutch 6.
  • the torque reduction amount is set to 0 so that unnecessary torque reduction is not performed.
  • the torque reduction amount when the rotational speed difference is equal to or larger than a predetermined value is set to a larger value as the rotational speed difference in the second clutch 6 becomes larger and as the required torque capacity of the second clutch 6 becomes larger. This is because, as these values increase, the temperature of the second clutch 6 estimated in the high temperature protection process increases and interference between the failure determination process and the high temperature protection process easily occurs. This is because in order to suppress an increase in the temperature of the two-clutch 6, it is necessary to increase the torque-down amount and reduce the engagement torque capacity.
  • the integrated controller 50 calculates the rotational speed difference in the second clutch 6 based on the rotational speed Nm of the MG 3 and the input rotational speed Nin of the CVT 7, and determines whether this is greater than the second failure determination value ⁇ 2. Since the temperature of the second clutch 6 estimated by the high-temperature protection process is lowered by reducing the torque of the engine 1 in S10, the driving force is not cut, and the second clutch 6 has a poor engagement. If it occurs, even if the torque of the engine 1 is reduced, the engine 1 is blown away. Therefore, it is possible to correctly determine the engagement failure of the second clutch 6 based on the rotational speed difference. If the rotational speed difference is larger than the second failure determination value ⁇ 2, the process proceeds to S12 on the assumption that there is a possibility that the second clutch 6 is defectively engaged, and if not, the process proceeds to S15.
  • the processing from S12 to S14 is the same as the processing from S7 to S9.
  • the failure determination flag is set to 1 and the failure determination timer is counted up (S12). While the value of the failure determination timer is smaller than the failure determination threshold value TFAIL, the pseudo D state is determined (S13 ⁇ S14), and when the value of the failure determination timer becomes larger than the failure determination threshold value TFAIL, the second clutch 6 is determined that a fastening failure has occurred (S13 ⁇ S9).
  • the integrated controller 50 determines whether the return determination condition is satisfied.
  • the return determination condition is determined to be satisfied when either of the following two conditions is satisfied. Torque deviation ⁇ first return determination value ⁇ 1, and rotational speed difference ⁇ second return determination value ⁇ 2 ⁇ Accelerator opening APO> 0 and rotational speed difference ⁇ 0
  • the integrated controller 50 determines whether the return determination timer has become larger than the return determination threshold value TSAFE. If it is determined that the return determination timer has become larger than the return determination threshold value TSAFE, the process proceeds to S19, and the integrated controller 50 resets the failure determination timer and the return determination timer, and determines that the second clutch 6 is normal. To do.
  • the engagement failure (MIN pressure failure) of the second clutch 6 is determined.
  • FIG. 5 is a flowchart showing the contents of the high temperature protection process of the second clutch 6 performed by the integrated controller 50.
  • the integrated controller 50 multiplies the engagement torque capacity of the second clutch 6 by the rotational speed difference in the second clutch 6 to generate the heat generation rate of the second clutch 6 (the second clutch 6 in a minute time). Calorific value) at the same time.
  • the target torque capacity Tc is used as the engagement torque capacity of the second clutch 6.
  • the integrated controller 50 time-integrates the heat generation rate of the second clutch 6 calculated in S21, calculates the heat generation amount of the second clutch 6, and estimates the temperature of the second clutch 6 based on this.
  • the integrated controller 50 determines whether the estimated temperature of the second clutch 6 exceeds the upper limit temperature.
  • the upper limit temperature is set to a temperature that is lower by a predetermined value than the temperature at which the durability of the second clutch 6 is reduced by heat. If it is determined that the temperature of the second clutch 6 exceeds the upper limit temperature, the process proceeds to S24.
  • the integrated controller 50 performs the fuel cut of the engine 1 and the energization stop of the MG 3 to zero the torque input to the second clutch 6 from the engine 1 and MG 3 (driving force cut).
  • the failure determination process and the high-temperature protection process are performed simultaneously, and when the poor engagement of the second clutch 6 is determined based on the rotational speed difference, the temperature estimation value of the second clutch 6 becomes high and the driving is performed. If force cutting is performed, the rotational speed difference in the second clutch 6 is reduced, and it becomes impossible to determine the engagement failure of the second clutch 6. That is, interference occurs between the failure determination process and the high temperature protection process.
  • the torque reduction of the engine 1 is performed while the failure of the engagement of the second clutch 6 is determined based on the rotational speed difference in the second clutch 6. (Target torque capacity Tc) decreases, and the temperature of the second clutch 6 estimated by the high temperature protection process decreases. As a result, the high-temperature protection treatment does not function substantially and the driving force is not cut.
  • the engagement failure occurs in the second clutch 6, the engine 1 is blown even if the torque of the engine 1 is reduced, and the rotational speed difference in the second clutch 6 becomes large. A fastening failure can be determined.
  • the temperature of the second clutch 6 is specifically estimated, and it is determined whether or not the driving force cut is to be performed based on the estimated temperature of the second clutch 6, but is calculated in S21. If the heat generation rate or the heat generation amount calculated in S22 exceeds the upper limit value, it may be determined that the temperature of the second clutch 6 exceeds the upper limit temperature, and the driving force may be cut.
  • the torque of the engine 1 is reduced while the second clutch 6 is judged to be poorly engaged based on the rotational speed difference in the second clutch 6 so that the temperature of the second clutch 6 is not erroneously estimated to be high.
  • the method for preventing the high temperature protection control from functioning is not limited to this.
  • the estimated temperature of the second clutch 6 is fixed to a value lower than the upper limit temperature, or the estimated value of the second clutch 6 is estimated. Even if the temperature exceeds the upper limit temperature, the high temperature protection control may not be functioned, for example, by not performing the driving force cut.
  • the vehicle 100 includes the CVT 7 as a transmission.
  • CVT 7 instead of the CVT 7, another type of transmission (step AT, toroidal CVT, 2 pedal MT, etc.) may be included.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un contrôleur intégré détermine si la température d'un second embrayage a dépassé ou non une température limite supérieure en fonction du différentiel de vitesses de rotation du second embrayage, et le cas échéant supprime une force d'entraînement (traitement de protection haute température) de telle sorte que le couple qui est entré sur le second embrayage à partir d'un moteur et du générateur de moteur (MG) est nul. De plus, le contrôleur intégré détermine une panne d'engagement de second embrayage en fonction du différentiel de vitesses de rotation dans le second embrayage et, lorsque la panne d'engagement du second embrayage a été déterminée, ne supprime pas la force d'entraînement au moyen d'un traitement de protection haute température.
PCT/JP2014/073825 2013-09-13 2014-09-09 Dispositif de détermination de panne pour véhicules hybrides et son procédé de détermination de panne WO2015037588A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015536586A JP6152422B2 (ja) 2013-09-13 2014-09-09 ハイブリッド車両の故障判定装置及びその故障判定方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013190338 2013-09-13
JP2013-190338 2013-09-13

Publications (1)

Publication Number Publication Date
WO2015037588A1 true WO2015037588A1 (fr) 2015-03-19

Family

ID=52665690

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/073825 WO2015037588A1 (fr) 2013-09-13 2014-09-09 Dispositif de détermination de panne pour véhicules hybrides et son procédé de détermination de panne

Country Status (2)

Country Link
JP (1) JP6152422B2 (fr)
WO (1) WO2015037588A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2015037588A1 (ja) * 2013-09-13 2017-03-02 ジヤトコ株式会社 ハイブリッド車両の故障判定装置及びその故障判定方法
WO2017159305A1 (fr) * 2016-03-16 2017-09-21 ユニプレス株式会社 Embrayage à plaques multiples humide
CN110005730A (zh) * 2019-03-04 2019-07-12 中国第一汽车股份有限公司 混合动力轿车湿式分离离合器结合故障诊断方法
CN110667400A (zh) * 2019-09-21 2020-01-10 西安中车永电电气有限公司 一种交直交电力动车组抑制电机轴承温升的方法
EP3595923B1 (fr) * 2017-05-15 2023-10-11 Siemens Mobility GmbH Procédé et dispositif de surveillance d'un système d'entraînement

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11332009A (ja) * 1998-05-18 1999-11-30 Hitachi Ltd ハイブリッド車
JP2010143416A (ja) * 2008-12-19 2010-07-01 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
JP2010155590A (ja) * 2009-01-05 2010-07-15 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置。
JP2010190254A (ja) * 2009-02-16 2010-09-02 Nissan Motor Co Ltd 車両の制御装置
JP2010228703A (ja) * 2009-03-30 2010-10-14 Jatco Ltd ハイブリッド車両の制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5316576B2 (ja) * 2011-04-14 2013-10-16 株式会社デンソー 車両制御装置
JP2013181554A (ja) * 2012-02-29 2013-09-12 Nissan Motor Co Ltd 車両の変速制御装置
JP6152422B2 (ja) * 2013-09-13 2017-06-21 ジヤトコ株式会社 ハイブリッド車両の故障判定装置及びその故障判定方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11332009A (ja) * 1998-05-18 1999-11-30 Hitachi Ltd ハイブリッド車
JP2010143416A (ja) * 2008-12-19 2010-07-01 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
JP2010155590A (ja) * 2009-01-05 2010-07-15 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置。
JP2010190254A (ja) * 2009-02-16 2010-09-02 Nissan Motor Co Ltd 車両の制御装置
JP2010228703A (ja) * 2009-03-30 2010-10-14 Jatco Ltd ハイブリッド車両の制御装置

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2015037588A1 (ja) * 2013-09-13 2017-03-02 ジヤトコ株式会社 ハイブリッド車両の故障判定装置及びその故障判定方法
WO2017159305A1 (fr) * 2016-03-16 2017-09-21 ユニプレス株式会社 Embrayage à plaques multiples humide
JPWO2017159305A1 (ja) * 2016-03-16 2018-03-22 ユニプレス株式会社 湿式多板クラッチ
CN108779809A (zh) * 2016-03-16 2018-11-09 有能沛思株式会社 湿式多板离合器
US10927900B2 (en) 2016-03-16 2021-02-23 Unipres Corporation Wet-type multiple plate clutch
CN108779809B (zh) * 2016-03-16 2021-04-23 有能沛思株式会社 湿式多板离合器
EP3595923B1 (fr) * 2017-05-15 2023-10-11 Siemens Mobility GmbH Procédé et dispositif de surveillance d'un système d'entraînement
CN110005730A (zh) * 2019-03-04 2019-07-12 中国第一汽车股份有限公司 混合动力轿车湿式分离离合器结合故障诊断方法
CN110005730B (zh) * 2019-03-04 2020-10-23 中国第一汽车股份有限公司 混合动力轿车湿式分离离合器结合故障诊断方法
CN110667400A (zh) * 2019-09-21 2020-01-10 西安中车永电电气有限公司 一种交直交电力动车组抑制电机轴承温升的方法
CN110667400B (zh) * 2019-09-21 2021-02-02 西安中车永电电气有限公司 一种交直交电力动车组抑制异步电机轴承温升的方法

Also Published As

Publication number Publication date
JPWO2015037588A1 (ja) 2017-03-02
JP6152422B2 (ja) 2017-06-21

Similar Documents

Publication Publication Date Title
JP5981650B2 (ja) ハイブリッド車両の故障判定装置及びその故障判定方法
JP6048585B2 (ja) ハイブリッド車両の起動制御装置及び起動制御方法
KR101466460B1 (ko) 하이브리드차의 엔진 시동 제어 장치
JP6152422B2 (ja) ハイブリッド車両の故障判定装置及びその故障判定方法
WO2015049806A1 (fr) Dispositif de commande de véhicule hybride
JP2011201370A (ja) ハイブリッド車輌の制御装置
US9897202B2 (en) Temperature warning device and temperature warning method of friction element
JP6158915B2 (ja) ハイブリッド車両の異常検知装置及び異常検知方法
JP5967313B2 (ja) 車両の制御装置および制御方法
JP6320541B2 (ja) ハイブリッド車両用油圧制御装置
JP5945628B2 (ja) ハイブリッド車両の故障判定装置及びその故障判定方法
JP6194735B2 (ja) ハイブリッド車両の制御装置
JP6089601B2 (ja) 補機制御装置
WO2016147407A1 (fr) Dispositif de commande pour véhicules hybrides
JP6457912B2 (ja) ハイブリッド車両の診断装置及びその診断方法
US20200238974A1 (en) Control device and control method for vehicle
JP6333533B2 (ja) ハイブリッド車両
WO2015037042A1 (fr) Dispositif de commande de véhicule hybride
JP2018111379A (ja) ハイブリッド車両の制御装置及び制御方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14843880

Country of ref document: EP

Kind code of ref document: A1

DPE2 Request for preliminary examination filed before expiration of 19th month from priority date (pct application filed from 20040101)
ENP Entry into the national phase

Ref document number: 2015536586

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14843880

Country of ref document: EP

Kind code of ref document: A1