WO2016013238A1 - ハイブリッド車両の制御装置、及びその制御方法 - Google Patents
ハイブリッド車両の制御装置、及びその制御方法 Download PDFInfo
- Publication number
- WO2016013238A1 WO2016013238A1 PCT/JP2015/054371 JP2015054371W WO2016013238A1 WO 2016013238 A1 WO2016013238 A1 WO 2016013238A1 JP 2015054371 W JP2015054371 W JP 2015054371W WO 2016013238 A1 WO2016013238 A1 WO 2016013238A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- motor
- output
- transmission
- control device
- torque
- Prior art date
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
- B60K6/485—Motor-assist type
-
- 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
- B60K6/50—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
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60W10/04—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
- 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
-
- 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
- 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
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
-
- 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
-
- 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
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
-
- 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
- B60W20/30—Control strategies involving selection of transmission gear ratio
-
- 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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
-
- 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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
-
- 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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
-
- 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
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/009—Priority selection
-
- 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
- B60W2510/08—Electric propulsion units
- B60W2510/085—Power
-
- 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
- B60W2510/10—Change speed gearings
- B60W2510/1025—Input torque
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- 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
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- 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
- B60W2710/08—Electric propulsion units
- B60W2710/086—Power
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1022—Input torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1077—Change speed gearings fluid pressure, e.g. oil pressure
- B60W2710/1088—Change speed gearings fluid pressure, e.g. oil pressure pressure of working fluid
-
- 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
-
- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a control device for a hybrid vehicle and a control method thereof.
- a hybrid vehicle is disclosed in JP2008-120166A that has an engine and a motor, generates additional torque by the motor according to the required driving force to perform motor assist, and can run the vehicle by the torque generated by the engine and the motor. There is.
- the present invention was invented to solve such problems, and it is an object of the present invention to prevent the occurrence of slippage in a power transmission member at the time of motor assist.
- a control device of a hybrid vehicle is a control device of a hybrid vehicle capable of transmitting torque generated by an engine and a motor to a power transmission member according to a driving force request from a driver, A motor control unit that controls the output of the motor according to the driving force request and a transmission capacity control unit that controls the transmission capacity of the power transmission member.
- the transmission capacity control unit increases the motor output based on the driving force request. In this case, the transfer capacity is increased in consideration of the variation of the motor output, and the motor control unit considers the variation of the motor output in the case of increasing the motor output based on the driving force request. After being increased, the output of the motor is increased.
- a control method of a hybrid vehicle is a control method of a hybrid vehicle capable of transmitting torque generated by an engine and a motor to a power transmission member according to a driving force request from a driver.
- increase the transmission capacity of the power transmission member in consideration of the variation of the output of the motor and increase the transmission capacity in consideration of the variation of the output of the motor, Increase motor output.
- FIG. 1 is a schematic configuration diagram of a hybrid vehicle of the present embodiment.
- FIG. 2 is a flowchart illustrating motor assist control.
- FIG. 3 is a time chart explaining motor assist control.
- FIG. 1 is a schematic configuration diagram of a hybrid vehicle 100 according to the present embodiment.
- Hybrid vehicle 100 includes an engine 1, a motor generator 2, a torque converter 3, a transmission 4, a hydraulic control circuit 5, an oil pump 6, an engine controller 7, and a transmission controller 8.
- a torque (hereinafter referred to as an engine torque Te) generated by the engine 1 is transmitted to the wheels 11 through the torque converter 3, the transmission 4, the final reduction gear 9, and the differential gear 10.
- hybrid vehicle 100 can perform motor assist that transmits torque (hereinafter referred to as motor torque Tm) generated by motor generator 2 to the output shaft of engine 1 via belt 12 or the like. At the time of motor assist, the engine torque Te and the motor torque Tm are transmitted to the wheel 11.
- the engine 1 transmits the generated engine torque Te to the wheels 11 to make the hybrid vehicle 100 travel, and a part of the engine torque Te is transmitted to the compressor 14 for the air conditioner and the motor generator 2 via the belt 12 and the like. It is possible to transmit and drive these.
- the motor generator 2 has a function as a motor driven to rotate by receiving power supply from the battery 15 and a function as a generator rotated by external force to generate electric power.
- Motor generator 2 is connected to battery 15 via inverter 16. When performing motor assist, the motor generator 2 functions as an electric motor. On the other hand, when driven by the engine 1 or when regenerative control is being performed, the motor generator 2 functions as a generator.
- the torque converter 3 has the lockup clutch 3a, and when the lockup clutch 3a is completely engaged, the input shaft and the output shaft of the torque converter 3 are directly coupled, and the input shaft and the output shaft have the same speed. Rotate.
- the transmission 4 includes a continuously variable transmission 40 and an auxiliary transmission mechanism 50.
- the continuously variable transmission 40 includes a primary pulley 41, a secondary pulley 42, and a V-belt 43.
- the hydraulic pressure supplied to the primary pulley 41 hereinafter referred to as primary pulley pressure Ppri
- the hydraulic pressure supplied to the secondary pulley 42 hereinafter referred to as secondary pulley pressure Psec
- the transmission torque capacity (transmission capacity) is controlled so that belt slippage does not occur, and in the present embodiment, the transmission torque capacity is controlled by controlling the secondary pulley pressure Psec, and the transmission torque The capacity increases as the secondary pulley pressure Psec increases.
- the auxiliary transmission mechanism 50 is a transmission mechanism having two forward gears and one reverse gear.
- the auxiliary transmission mechanism 50 is connected to a Ravigneaux type planetary gear mechanism connecting carriers of two planetary gears, and a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism, and a plurality of friction fastening elements that change their linkage state 51 to 53 (Low brake 51, High clutch 52, Rev brake 53).
- a Ravigneaux type planetary gear mechanism connecting carriers of two planetary gears
- a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism and a plurality of friction fastening elements that change their linkage state 51 to 53 (Low brake 51, High clutch 52, Rev brake 53).
- the transmission gear ratio of the transmission 4 as a whole is changed by changing the transmission gear ratio of the continuously variable transmission 40 and the gear position of the auxiliary transmission mechanism 50.
- the hydraulic control circuit 5 is configured of a plurality of flow paths and a plurality of hydraulic control valves.
- the hydraulic control circuit 5 controls a plurality of hydraulic control valves based on the transmission control signal from the transmission controller 8 to switch the supply path of the hydraulic pressure, and prepares the necessary line pressure PL from the hydraulic pressure generated by the oil pump 6. This is supplied to each portion of continuously variable transmission 40, auxiliary transmission mechanism 50, and torque converter 3.
- the secondary pulley pressure Psec in the continuously variable transmission 40 is equal to the line pressure PL.
- the transmission controller 8 receives a signal from the engine rotational speed sensor 20 that detects the engine rotational speed Ne, a signal from the accelerator opening degree sensor 21 that detects the accelerator opening degree APO, and a signal from the inhibitor switch 22 that detects the position of the shift lever.
- a signal, a signal from a vehicle speed sensor 23 for detecting a vehicle speed VSP, an engine torque Te from an engine controller 7 which controls the engine 1 and the motor generator 2, a signal concerning a motor torque Tm, etc. are input.
- step S100 the transmission controller 8 determines whether the motor assist preparation condition is satisfied.
- the motor assist preparation conditions are, for example, the following conditions.
- the increase amount ⁇ APO per unit time of the accelerator opening APO is larger than zero.
- the signal of the inhibitor switch 22 is in the D range.
- the vehicle speed VSP is equal to or less than a predetermined vehicle speed V1 (for example, 50 km / h).
- the engine rotational speed Ne is equal to or less than a predetermined rotational speed Ne1 (for example, 2000 rpm).
- the lockup clutch 3a is completely engaged.
- the transmission controller 8 determines that the motor assist preparation condition is satisfied when all the above conditions are satisfied, and determines that the motor assist preparation condition is not satisfied when any of the above conditions is not satisfied. If the motor assist preparation condition is satisfied, the process proceeds to step S101. If the motor assist preparation condition is not satisfied, the current process is ended.
- step S101 the transmission controller 8 increments the value T1 of the first timer.
- step S101 for the first time in this process the transmission controller 8 starts counting by the first timer.
- step S102 the transmission controller 8 increases the line pressure PL.
- the transmission controller 8 increases the line pressure PL so as to increase the first predetermined pressure P1 per unit time, and controls the primary pulley pressure Ppri so that the continuously variable transmission 40 does not shift.
- the secondary pulley pressure Psec becomes high and the transmission torque capacity of the continuously variable transmission 40 becomes large, without the continuously variable transmission 40 shifting.
- the increase of the line pressure PL here is for preparing for the start of the motor assist, and is not for performing a shift.
- the first predetermined pressure P1 is set so as to maintain the differential pressure between the primary pulley pressure Ppri and the secondary pulley pressure Psec, to prevent the continuously variable transmission 40 from shifting, and to increase the transmission torque capacity.
- step S103 the transmission controller 8 compares the value T1 of the first timer with a first predetermined value Tp1 (second predetermined time).
- the first predetermined value Tp1 starts to increase the transfer torque capacity of the continuously variable transmission 40 and then, when the motor generator 2 outputs the maximum output and the motor torque Tm becomes maximum, the continuously variable transmission 40 performs belting. It is the time until it becomes the transmission torque capacity which can transmit torque without generating slippage.
- the first predetermined value Tp1 is set such that the actual pressure of the secondary pulley pressure Psec (line pressure PL) becomes the first predetermined hydraulic pressure Psec1 at which the belt slip does not occur when the motor-generator 2 produces the maximum output.
- the process proceeds to step S104, and when the value T1 of the first timer does not become the first predetermined value Tp1, the process returns to step S100. , The above process is repeated.
- step S104 the transmission controller 8 determines whether the motor assist execution condition is satisfied.
- the motor assist execution conditions are, for example, the following conditions.
- the amount of increase ⁇ APO per unit time of the accelerator opening APO is greater than or equal to zero.
- the signal of the inhibitor switch 22 is in the D range.
- the vehicle speed VSP is equal to or less than a predetermined vehicle speed V1 (for example, 50 km / h).
- the engine rotational speed Ne is equal to or less than a predetermined rotational speed Ne1 (for example, 2000 rpm).
- the lockup clutch 3a is completely engaged.
- the transmission controller 8 determines that the motor assist execution condition is satisfied when all the above conditions are satisfied, and determines that the motor assist execution condition is not satisfied when any of the above conditions is not satisfied. If the motor assist execution condition is satisfied, the process proceeds to step S105. If the motor assist execution condition is not satisfied, the process proceeds to step S117.
- step S105 the engine controller 7 starts the motor generator 2, causes it to function as a motor, starts motor assist, increases the motor torque Tm, and decreases the engine torque Te.
- Starting the motor generator 2 means supplying a current and rotating it from a state where the motor generator 2 is not supplied with current and the rotation of the motor generator 2 is stopped and the motor torque Tm is zero.
- controlling the motor generator 2 to increase the motor torque Tm with respect to the motor generator 2 to which current is supplied and the motor torque Tm is output is not included.
- the increase in motor torque Tm and the decrease in engine torque Te are coordinated and controlled so that the torque Tin input to the torque converter 3 becomes constant before and after the start of motor assist.
- the motor generator 2 shares a part of the torque Tin input to the torque converter 3 to reduce the necessary engine torque Te, reduce the fuel injection amount of the engine 1, and improve the fuel efficiency. Can.
- the output of the motor generator 2 may be maximized by the starting current.
- the transfer torque capacity is increased in advance so that belt slippage does not occur even when the motor-generator 2 produces the maximum output. Therefore, belt slippage does not occur in continuously variable transmission 40 even when motor assist is started and motor generator 2 is started.
- step S106 the transmission controller 8 increments the value T2 of the second timer.
- the transmission controller 8 starts counting by the second timer.
- step S107 the transmission controller 8 maintains the line pressure PL at the current line pressure PL.
- step S108 the transmission controller 8 determines whether the value T2 of the second timer has become a second predetermined value Tp2 (first predetermined time).
- the second predetermined value Tp2 is a time when the starting current due to the start of the motor generator 2 converges.
- the second predetermined value Tp2 may be a time in which the safety margin is taken into consideration when the starting current converges.
- step S109 the transmission controller 8 determines whether the above-described motor assist execution condition is satisfied. If the motor assist execution condition is satisfied, the process proceeds to step S110. If the motor assist execution condition is not satisfied, the process proceeds to step S115.
- step S110 the transmission controller 8 reduces the line pressure PL.
- the transmission controller 8 decreases the line pressure PL so as to be lower by the second predetermined pressure P2 per unit time, and controls the primary pulley pressure Ppri so that the continuously variable transmission 40 does not shift.
- the second predetermined pressure P2 is set so as to maintain the differential pressure between the primary pulley pressure Ppri and the secondary pulley pressure Psec, to reduce the transmission torque capacity without the CVT 40 shifting.
- the transfer torque capacity after the line pressure PL decreases is set to the minimum value of the transfer torque capacity at which belt slippage does not occur, based on the total torque of the current engine torque Te and the motor torque Tm, and such transfer torque capacity
- the line pressure PL is reduced so that The line pressure PL may be set such that the transfer torque capacity is obtained by adding the safety margin to the minimum value.
- step S111 the transmission controller 8 increments the value T3 of the third timer.
- the transmission controller 8 starts counting by the third timer.
- step S112 the transmission controller 8 determines whether the value T3 of the third timer has become a third predetermined value Tp3.
- the third predetermined value Tp3 is a time until the transfer torque capacity of the continuously variable transmission 40 becomes the minimum value of the transfer torque capacity at which the belt slip does not occur in the continuously variable transmission 40, and considering the variation of the motor torque Tm. Is set.
- the third predetermined value Tp3 is set such that the actual pressure of the secondary pulley pressure Psec (line pressure PL) becomes the second predetermined hydraulic pressure Psec2 at which belt slippage does not occur even when the motor torque Tm varies. If the value T3 of the third timer becomes the third predetermined value Tp3, the process proceeds to step S113. If the value T3 of the third timer does not reach the third predetermined value Tp3, the process returns to step S109. , The above process is repeated.
- step S113 the transmission controller 8 maintains the line pressure PL at the current line pressure PL. Since the line pressure PL is maintained at the current line pressure PL, the transfer torque capacity does not run short even if the motor torque Tm varies while performing the motor assist, and belt slippage does not occur.
- step S114 the transmission controller 8 determines whether the above-described motor assist execution condition is satisfied. If the motor assist execution condition is satisfied, the process returns to step S113, the above process is repeated, and if the motor assist execution condition is not satisfied, the process proceeds to step S115.
- step S115 the engine controller 7 decreases the motor torque Tm to end the motor assist and increases the engine torque Te.
- the decrease in motor torque Tm and the increase in engine torque Te are coordinated and controlled so that the torque Tin input to the torque converter 3 becomes constant before and after the end of the motor assist.
- step S116 engine controller 7 determines whether motor generator 2 has stopped. If the motor generator 2 is stopped, the process proceeds to step S117. If the motor generator 2 is not stopped, the process returns to step S115, and the above process is repeated.
- step S117 the transmission controller 8 reduces the line pressure PL.
- the transmission controller 8 decreases the line pressure PL so as to be lower by the third predetermined pressure P3 per unit time, and controls the primary pulley pressure Ppri so that the continuously variable transmission 40 does not shift.
- the third predetermined pressure P3 is set such that the differential torque between the primary pulley pressure Ppri and the secondary pulley pressure Psec is maintained, the continuously variable transmission 40 does not shift, and the transmission torque capacity decreases.
- step S118 the transmission controller 8 increments the value T4 of the fourth timer.
- the transmission controller 8 starts counting by the fourth timer.
- step S119 the transmission controller 8 determines whether the value T4 of the fourth timer has become a fourth predetermined value Tp4.
- the fourth predetermined value Tp4 is a time until the transmission torque capacity of the continuously variable transmission 40 becomes the minimum value of the transmission torque capacity that can transmit the engine torque Te without causing the belt slip.
- the fourth predetermined value Tp4 is set such that the actual pressure of the secondary pulley pressure Psec (line pressure PL) becomes the third predetermined hydraulic pressure Psec3 at which belt slippage does not occur.
- each timer is reset when each predetermined value is reached or when the current process is ended.
- the motor generator 2 is started to start motor assist.
- a starting current flows through the motor generator 2 and the motor torque Tm temporarily increases or decreases.
- the secondary pulley pressure Psec is the first predetermined hydraulic pressure Psec1 so that belt slippage does not occur in the continuously variable transmission 40 even if the starting current flows through the motor generator 2 and the motor torque Tm increases. . Therefore, even when the starting current flows, the transmission torque capacity does not run short in the continuously variable transmission 40, and belt slippage does not occur in the continuously variable transmission 40.
- the motor torque Tm increases and the engine torque Te decreases.
- the second timer starts counting.
- the secondary pulley pressure Psec is held at the second predetermined hydraulic pressure Psec2.
- the second predetermined hydraulic pressure Psec2 is set in consideration of variations in the motor torque Tm, and belt slippage does not occur in the continuously variable transmission 40 even if the secondary pulley pressure Psec is reduced.
- the transfer torque capacity is reduced to the transfer torque capacity considering the variation of the motor torque Tm. If the line pressure PL is increased to increase the transmission torque capacity, the discharge pressure of the oil pump 6 is increased, and the fuel consumption and the electricity cost are deteriorated. In the present embodiment, after the transfer torque capacity is increased corresponding to the torque generated at the maximum output of the motor generator 2, the transfer torque capacity is reduced to shorten the time for which the line pressure PL is in the high state. It is possible to suppress the deterioration of fuel consumption and electricity costs.
- the transfer torque capacity is increased according to the torque generated when the start current flows through the motor generator 2, and when the start current converges, the transfer torque capacity is reduced. As a result, it is possible to prevent belt slippage from occurring when the motor generator 2 is started, shorten the time for the line pressure PL to be in a high state, and suppress the deterioration of fuel consumption and electricity cost.
- the transmission torque capacity can be controlled without using a sensor for detecting the secondary pulley pressure Psec, and the motor assist control can be performed, thereby reducing the cost.
- a hydraulic pressure sensor that detects the secondary pulley pressure Psec (line pressure PL) may be provided, and the motor assist control may be performed based on a signal from the hydraulic pressure sensor.
- the motor assist is started.
- motor assist is started as soon as the secondary pulley pressure Psec becomes the first predetermined hydraulic pressure Psec1.
- the present invention may be applied to the case where motor torque Tm is increased during motor assist.
- variation is taken into consideration with respect to increasing motor torque Tm.
- the motor torque Tm is increased.
- the motor torque Tm is increased after the motor generator 2 is started, since the starting current does not flow, it is not necessary to increase the transfer torque capacity in accordance with the maximum output of the motor generator 2. In such a case, occurrence of belt slippage can be prevented and fuel consumption and electricity consumption can be improved by increasing the transfer torque capacity in consideration of the variation with respect to the increasing motor torque Tm.
- the motor generator 2 When the transmission 4 is shifting while the secondary pulley pressure Psec (line pressure PL) is increased to the first predetermined hydraulic pressure Psec1 in order to perform motor assist control, the motor generator 2 is started. You may slow down. In this case, the motor generator 2 does not start even if the value T1 of the first timer becomes the first predetermined value Tp1. Since the hydraulic pressure supplied to the transmission 4 fluctuates during gear shifting, if motor assist is started during gear shifting, there is a risk that the transfer torque capacity necessary to prevent belt slippage may be insufficient. Therefore, by delaying the start of motor generator 2 and delaying the start of motor assist when a shift is being performed, it is possible to prevent the shortage of the transmission torque capacity and to prevent belt slippage. .
- the motor generator 2 is started to start motor assist.
- the secondary pulley pressure Psec line pressure PL
- the motor is similarly operated. Belt slippage can be prevented by delaying the start of the generator 2.
- the motor assist control may be performed by one controller or a plurality of controllers. Further, each process in the motor assist control is not limited to the above controller, and may be performed by a different controller.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
(b)インヒビタスイッチ22の信号がDレンジである。
(c)車速VSPが所定車速V1(例えば50km/h)以下である。
(d)エンジン回転速度Neが所定回転速度Ne1(例えば2000rpm)以下である。
(e)ロックアップクラッチ3aが完全に締結されている。
(b)インヒビタスイッチ22の信号がDレンジである。
(c)車速VSPが所定車速V1(例えば50km/h)以下である。
(d)エンジン回転速度Neが所定回転速度Ne1(例えば2000rpm)以下である。
(e)ロックアップクラッチ3aが完全に締結されている。
Claims (8)
- 運転者からの駆動力要求に応じてエンジン、及びモータで発生させたトルクを動力伝達部材に伝達可能なハイブリッド車両の制御装置であって、
前記駆動力要求に応じて前記モータの出力を制御するモータ制御手段と、
前記動力伝達部材の伝達容量を制御する伝達容量制御手段とを備え、
前記伝達容量制御手段は、前記駆動力要求に基づき前記モータの出力が増加される場合に、前記モータの出力のばらつきを考慮して前記伝達容量を増加させ、
前記モータ制御手段は、前記駆動力要求に基づき前記モータの出力を増加する場合に、前記伝達容量が前記モータの出力のばらつきを考慮して増加された後に、前記モータの出力を増加する、
ハイブリッド車両の制御装置。 - 請求項1に記載のハイブリッド車両の制御装置であって、
前記伝達容量制御手段は、前記モータが始動される場合には、前記モータの最大出力時に発生するトルクを伝達できるように前記伝達容量を増加させ、
前記モータ制御手段は、前記モータを始動する場合には、前記モータの最大出力時に発生するトルクを伝達できるように前記伝達容量が増加された後に、前記モータを始動する、
ハイブリッド車両の制御装置。 - 請求項2に記載のハイブリッド車両の制御装置であって、
前記伝達容量制御手段は、前記モータが始動されてから第1所定時間経過後に、前記伝達容量を前記モータの出力のばらつきを考慮した前記伝達容量まで低下させる、
ハイブリッド車両の制御装置。 - 請求項3に記載のハイブリッド車両の制御装置であって、
前記最大出力は、前記モータに始動電流が流れた時の出力であり、
前記第1所定時間は、前記始動電流が収束する時間である、
ハイブリッド車両の制御装置。 - 請求項1から4のいずれか1つに記載のハイブリッド車両の制御装置であって、
前記伝達容量制御手段は、前記伝達容量の増加を開始してから第2所定時間経過すると前記伝達容量の増加を完了する、
ハイブリッド車両の制御装置。 - 請求項5に記載のハイブリッド車両の制御装置であって、
前記動力伝達部材は、無段変速機であり、
前記モータ制御手段は、前記伝達容量の増加を開始してから前記第2所定時間経過する前に前記無段変速機で変速が行われている場合には、前記変速が行われていない場合よりも前記モータの出力を増加するタイミングを遅らせる、
ハイブリッド車両の制御装置。 - 請求項6に記載のハイブリッド車両の制御装置であって、
前記モータ制御手段は、前記変速が終了した後に前記モータの出力を増加させる、
ハイブリッド車両の制御装置。 - 運転者からの駆動力要求に応じてエンジン、及びモータで発生させたトルクを動力伝達部材に伝達可能なハイブリッド車両の制御方法であって、
前記駆動力要求に基づき前記モータの出力を増加する場合に、前記モータの出力のばらつきを考慮して前記動力伝達部材の伝達容量を増加し、
前記伝達容量が前記モータの出力のばらつきを考慮して増加した後に、前記モータの出力を増加する、
ハイブリッド車両の制御方法。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2016535806A JP6402187B2 (ja) | 2014-07-24 | 2015-02-18 | ハイブリッド車両の制御装置、及びその制御方法 |
US15/327,680 US10377367B2 (en) | 2014-07-24 | 2015-02-18 | Control device for hybrid vehicle and control method of the same |
EP15824784.1A EP3196087B1 (en) | 2014-07-24 | 2015-02-18 | Hybrid vehicle control device and control method therefor |
CN201580039556.4A CN106660549B (zh) | 2014-07-24 | 2015-02-18 | 混合动力车辆的控制装置及其控制方法 |
KR1020177000213A KR101812456B1 (ko) | 2014-07-24 | 2015-02-18 | 하이브리드 차량의 제어 장치 및 그 제어 방법 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014-150761 | 2014-07-24 | ||
JP2014150761 | 2014-07-24 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016013238A1 true WO2016013238A1 (ja) | 2016-01-28 |
Family
ID=55162777
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2015/054371 WO2016013238A1 (ja) | 2014-07-24 | 2015-02-18 | ハイブリッド車両の制御装置、及びその制御方法 |
Country Status (6)
Country | Link |
---|---|
US (1) | US10377367B2 (ja) |
EP (1) | EP3196087B1 (ja) |
JP (1) | JP6402187B2 (ja) |
KR (1) | KR101812456B1 (ja) |
CN (1) | CN106660549B (ja) |
WO (1) | WO2016013238A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPWO2016152354A1 (ja) * | 2015-03-23 | 2017-11-24 | ジヤトコ株式会社 | 車両制御装置、及び車両の制御方法 |
WO2019044397A1 (ja) * | 2017-08-28 | 2019-03-07 | ジヤトコ株式会社 | 車両の制御装置及び車両の制御方法 |
WO2020054263A1 (ja) * | 2018-09-10 | 2020-03-19 | ジヤトコ株式会社 | 自動変速機の油圧制御装置および油圧制御方法 |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7377278B2 (ja) * | 2019-10-09 | 2023-11-09 | ジヤトコ株式会社 | 自動変速機のロックアップ制御装置及びロックアップ制御方法 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006321391A (ja) * | 2005-05-19 | 2006-11-30 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
JP2007274782A (ja) * | 2006-03-30 | 2007-10-18 | Aisin Aw Co Ltd | 電動駆動制御装置及び電動駆動制御方法 |
JP2014101051A (ja) * | 2012-11-21 | 2014-06-05 | Hitachi Automotive Systems Ltd | ハイブリッド車両の制御装置 |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4002991B2 (ja) * | 2001-05-17 | 2007-11-07 | トヨタ自動車株式会社 | ハイブリッド車両用無段変速機の制御装置 |
JP3835202B2 (ja) * | 2001-05-18 | 2006-10-18 | トヨタ自動車株式会社 | 車両用駆動制御装置 |
JP4052270B2 (ja) | 2004-03-18 | 2008-02-27 | トヨタ自動車株式会社 | 変速機の制御装置 |
JP4494266B2 (ja) * | 2005-03-28 | 2010-06-30 | 三菱ふそうトラック・バス株式会社 | ハイブリッド車両の変速制御装置 |
JP4483819B2 (ja) * | 2005-04-28 | 2010-06-16 | 株式会社豊田中央研究所 | 動力伝達システム |
WO2006123841A1 (ja) * | 2005-05-19 | 2006-11-23 | Toyota Jidosha Kabushiki Kaisha | 車両用駆動装置の制御装置 |
US8255132B2 (en) * | 2005-05-19 | 2012-08-28 | Toyota Jidosha Kabushiki Kaisha | Control device for vehicle drive apparatus |
JP4328973B2 (ja) * | 2006-03-03 | 2009-09-09 | 三菱ふそうトラック・バス株式会社 | ハイブリッド電気自動車の制御装置 |
JP2007245805A (ja) * | 2006-03-14 | 2007-09-27 | Mitsubishi Fuso Truck & Bus Corp | ハイブリッド電気自動車の制御装置 |
JP2007246011A (ja) * | 2006-03-17 | 2007-09-27 | Mitsubishi Fuso Truck & Bus Corp | ハイブリッド電気自動車の制御装置 |
JP4961192B2 (ja) | 2006-11-09 | 2012-06-27 | アイシン精機株式会社 | 車両の駆動源制御装置 |
US8535200B2 (en) | 2009-03-17 | 2013-09-17 | General Electric Company | Vehicle propulsion system having a continuously variable transmission and method of making same |
JP5574427B2 (ja) | 2010-10-26 | 2014-08-20 | サミー株式会社 | 遊技機 |
JP5793847B2 (ja) * | 2010-10-28 | 2015-10-14 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
JP5854315B2 (ja) * | 2011-09-14 | 2016-02-09 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
CN103842225B (zh) * | 2011-11-25 | 2016-06-22 | 日产自动车株式会社 | 混合动力车辆的控制装置 |
-
2015
- 2015-02-18 WO PCT/JP2015/054371 patent/WO2016013238A1/ja active Application Filing
- 2015-02-18 JP JP2016535806A patent/JP6402187B2/ja active Active
- 2015-02-18 US US15/327,680 patent/US10377367B2/en active Active
- 2015-02-18 CN CN201580039556.4A patent/CN106660549B/zh active Active
- 2015-02-18 KR KR1020177000213A patent/KR101812456B1/ko active IP Right Grant
- 2015-02-18 EP EP15824784.1A patent/EP3196087B1/en active Active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006321391A (ja) * | 2005-05-19 | 2006-11-30 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
JP2007274782A (ja) * | 2006-03-30 | 2007-10-18 | Aisin Aw Co Ltd | 電動駆動制御装置及び電動駆動制御方法 |
JP2014101051A (ja) * | 2012-11-21 | 2014-06-05 | Hitachi Automotive Systems Ltd | ハイブリッド車両の制御装置 |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPWO2016152354A1 (ja) * | 2015-03-23 | 2017-11-24 | ジヤトコ株式会社 | 車両制御装置、及び車両の制御方法 |
WO2019044397A1 (ja) * | 2017-08-28 | 2019-03-07 | ジヤトコ株式会社 | 車両の制御装置及び車両の制御方法 |
US11524670B2 (en) | 2017-08-28 | 2022-12-13 | Jatco Ltd | Control device for vehicle and control method for vehicle |
WO2020054263A1 (ja) * | 2018-09-10 | 2020-03-19 | ジヤトコ株式会社 | 自動変速機の油圧制御装置および油圧制御方法 |
CN112601684A (zh) * | 2018-09-10 | 2021-04-02 | 加特可株式会社 | 自动变速器的油压控制装置及油压控制方法 |
JPWO2020054263A1 (ja) * | 2018-09-10 | 2021-10-14 | ジヤトコ株式会社 | 自動変速機の油圧制御装置および油圧制御方法 |
JP6994118B2 (ja) | 2018-09-10 | 2022-01-14 | ジヤトコ株式会社 | 自動変速機の油圧制御装置および油圧制御方法 |
US11421778B2 (en) | 2018-09-10 | 2022-08-23 | Jatco Ltd | Hydraulic control device and hydraulic control method for automatic transmission |
Also Published As
Publication number | Publication date |
---|---|
JPWO2016013238A1 (ja) | 2017-04-27 |
JP6402187B2 (ja) | 2018-10-10 |
KR20170013986A (ko) | 2017-02-07 |
US20170203750A1 (en) | 2017-07-20 |
EP3196087A1 (en) | 2017-07-26 |
US10377367B2 (en) | 2019-08-13 |
EP3196087A4 (en) | 2017-08-16 |
CN106660549A (zh) | 2017-05-10 |
KR101812456B1 (ko) | 2017-12-26 |
CN106660549B (zh) | 2019-01-29 |
EP3196087B1 (en) | 2019-06-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6256378B2 (ja) | 車両用自動変速機の制御装置 | |
JP6332196B2 (ja) | 動力伝達装置の制御装置 | |
US8948988B2 (en) | Speed ratio control device of continuously variable transmission for vehicle | |
CN109973607B (zh) | 车辆用动力传递装置的控制装置 | |
WO2016013238A1 (ja) | ハイブリッド車両の制御装置、及びその制御方法 | |
JP6476025B2 (ja) | 車両制御装置、及びその制御方法 | |
US9855952B2 (en) | Control device for vehicle | |
WO2015012104A1 (ja) | 車両の制御装置、およびその制御方法 | |
CN110017368B (zh) | 车辆用动力传递装置的控制装置 | |
JP4992457B2 (ja) | ハイブリッド車両の駆動装置 | |
JP6213502B2 (ja) | 車両の制御装置 | |
JP4821054B2 (ja) | 車両用制御装置 | |
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 | |
RU2723009C2 (ru) | Устройство управления транспортным средством и способ управления транспортным средством | |
WO2017135171A1 (ja) | 車両の制御装置、及び車両の制御方法 | |
CN110017372B (zh) | 车辆用动力传递装置的控制装置 | |
JP6546816B2 (ja) | ポンプシステム及びポンプシステムの制御方法 | |
WO2012176559A1 (ja) | 車両の制御装置 | |
JP2007100745A (ja) | 車両の制御システム | |
JP6806910B2 (ja) | 車両の制御装置及び車両の制御方法 | |
JP2004211869A (ja) | 車両用無段変速機の制御装置 | |
JP2017047790A (ja) | 車両の制御装置、及びその制御方法 | |
WO2019146476A1 (ja) | 自動変速機のロックアップ締結制御装置 | |
JP2013160278A (ja) | 車両の制御装置 | |
JP2020029865A (ja) | 車両のクラッチ制御装置及び車両のクラッチ制御方法 |
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: 15824784 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2016535806 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020177000213 Country of ref document: KR |
|
WWE | Wipo information: entry into national phase |
Ref document number: 15327680 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REEP | Request for entry into the european phase |
Ref document number: 2015824784 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2015824784 Country of ref document: EP |