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WO2013150966A1 - Dispositif de commande de véhicule hybride et procédé de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride et procédé de commande de véhicule hybride Download PDF

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Publication number
WO2013150966A1
WO2013150966A1 PCT/JP2013/059353 JP2013059353W WO2013150966A1 WO 2013150966 A1 WO2013150966 A1 WO 2013150966A1 JP 2013059353 W JP2013059353 W JP 2013059353W WO 2013150966 A1 WO2013150966 A1 WO 2013150966A1
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WIPO (PCT)
Prior art keywords
torque
target
clutch
motor
engine
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PCT/JP2013/059353
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English (en)
Japanese (ja)
Inventor
亮路 門野
哲庸 森田
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日産自動車株式会社
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Publication of WO2013150966A1 publication Critical patent/WO2013150966A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/60—Control of electric machines, e.g. problems related to electric motors or generators
    • B60Y2300/64—Drag run or drag torque compensation, e.g. motor to drive engine with drag torque or engine speed is brought to start speed before injection and firing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid vehicle control technology.
  • a hybrid vehicle control device that prevents overcharge of a battery while obtaining a target vehicle deceleration force during a coast in the EV mode is known (see JP2010-143511A).
  • An object of the present invention is to provide a control device capable of realizing a target vehicle deceleration force while preventing hunting of the engine rotation speed.
  • a control apparatus for a hybrid vehicle includes an engine, a motor generator, a clutch that intermittently connects the engine, and a transmission.
  • the clutch When the clutch is engaged, the driving force of the engine and the motor generator is input to the transmission.
  • the vehicle travels in the HEV mode that is transmitted to the shaft.
  • the clutch When the clutch is released, the vehicle travels in the EV mode that transmits the driving force of only the motor generator to the input shaft of the transmission.
  • the hybrid vehicle control device determines whether or not an accelerator release determining means for determining whether or not an accelerator pedal is being released, and whether or not a charge amount of a battery that exchanges power with a motor generator is greater than or equal to a predetermined amount.
  • Charge state determination means for calculating engine friction torque
  • motor generator regenerative torque calculation means for calculating torque that can be regenerated by the motor generator
  • calculated motor generator regenerative torque are obtained.
  • the motor generator torque control means for controlling the torque of the motor generator, and when the accelerator pedal is released in the EV mode or HEV mode and the battery charge amount is determined to be greater than or equal to a predetermined amount, the target according to the vehicle speed
  • the transmission gear ratio is controlled so that the gear ratio is obtained.
  • a target clutch engagement capacity for calculating a target clutch engagement capacity based on the calculated engine friction torque and the calculated motor generator regenerative torque when the transmission ratio is controlled by the transmission ratio control means
  • Capacity calculation means and clutch engagement capacity control means for controlling the engagement capacity of the clutch so as to obtain the target clutch engagement capacity.
  • FIG. 1 is an overall system diagram showing a hybrid vehicle to which a hybrid vehicle control device according to the first embodiment is applied.
  • FIG. 2 is a control block diagram of the integrated controller.
  • FIG. 3 is a characteristic diagram of the EV / HEV mode selection map.
  • FIG. 4 is a characteristic diagram of the target charge / discharge amount.
  • FIG. 5 is a timing chart of the reference example.
  • FIG. 6 is a timing chart of the first embodiment.
  • FIG. 7 is a control block diagram of the operating point command unit.
  • FIG. 8 is a characteristic diagram showing the relationship between the vehicle speed and the driver requested vehicle braking force.
  • FIG. 9 is a characteristic diagram of the vehicle braking force with respect to the vehicle speed and the gear ratio.
  • FIG. 1 is an overall system diagram showing a hybrid vehicle to which a hybrid vehicle control device according to the first embodiment is applied.
  • FIG. 2 is a control block diagram of the integrated controller.
  • FIG. 3 is a characteristic diagram of the EV / HEV mode selection
  • FIG. 10 is a characteristic diagram showing the relationship between the vehicle speed and the gear ratio for outputting the driver-requested vehicle braking force by the engine friction torque.
  • FIG. 11 is a flowchart for explaining calculation of the target motor torque, the target gear ratio, and the target first clutch torque capacity.
  • FIG. 12 is a flowchart for explaining calculation of the target motor torque, the target gear ratio, and the target first clutch torque capacity according to the second embodiment.
  • FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which the hybrid vehicle control device in the first embodiment is applied.
  • the hybrid vehicle to which the hybrid vehicle control device is applied is not limited to the rear wheel drive vehicle, and may be a front wheel drive vehicle or a four wheel drive vehicle.
  • the drive system of the hybrid vehicle includes an engine 100, a first clutch CL1, a motor generator 110, a second clutch CL2, an automatic transmission 120, a propeller shaft 130, a differential 140, left and right drive shafts 151 and 152, and drive wheels 163 and 164.
  • the motor generator 110 is hereinafter simply referred to as “motor 110”.
  • Engine 100 is a gasoline engine or a diesel engine.
  • the engine controller 1 performs start control and stop control of the engine 100 and valve opening control of the throttle valve based on the target engine torque command.
  • a flywheel 170 is provided on the engine output shaft.
  • the first clutch CL1 is a clutch that is interposed between the engine 100 and the motor 110 and can change the torque capacity continuously or stepwise.
  • the “torque capacity” of the clutch is the magnitude of torque that can be transmitted by the clutch.
  • target first clutch torque capacity a target torque capacity (hereinafter referred to as “target first clutch torque capacity”) command of the first clutch CL1
  • the first clutch controller 5 uses the first clutch control oil pressure generated by the first clutch hydraulic unit 6 to Engagement / release (torque capacity) of the first clutch CL1 is controlled.
  • a dry single plate clutch whose torque capacity can be changed by a hydraulic actuator 14 having a piston 14a is used.
  • the motor 110 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
  • the motor controller 2 controls the motor 110 by applying the three-phase alternating current generated by the inverter 3 based on the target motor torque command and the target motor rotation speed command.
  • the motor 110 is an electric motor that rotates by receiving power supplied from the battery 4, and as a generator that generates an electromotive force at both ends of the stator coil when the rotor receives rotational energy from the engine 100 or driving wheels. Function. The generated power is charged in the battery 4.
  • the state in which the motor 110 operates as an electric motor is referred to as “power running”, and the state in which the motor 110 operates as a generator is referred to as “regeneration”.
  • the rotor of the motor 110 is connected to the transmission input shaft of the automatic transmission 120 via a damper.
  • the second clutch CL2 is a clutch that is interposed between the motor 110 and the drive wheels 163 and 164 and can change the torque capacity continuously or stepwise.
  • the AT controller 7 uses the control hydraulic pressure generated by the second clutch hydraulic unit 8 based on the target torque capacity (hereinafter referred to as “target second clutch torque capacity”) command of the second clutch CL2 to set the second clutch CL2. Controls fastening / release (torque capacity).
  • target second clutch torque capacity target torque capacity
  • the second clutch CL2 for example, a wet multi-plate clutch or a wet multi-plate brake capable of changing the torque capacity by continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used.
  • the first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit 180 attached to the automatic transmission 120.
  • the automatic transmission 120 automatically switches, for example, stepped gear stages such as forward 7 speed / reverse 1 speed according to the vehicle speed, accelerator opening, and the like.
  • the second clutch CL2 is not newly added as a dedicated clutch. Among the plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 120, the second clutch CL2 is an optimum clutch or brake that is arranged on the torque transmission path. Selected.
  • the output shaft of the automatic transmission 120 is connected to the left and right drive wheels 163 and 164 via the propeller shaft 130, the differential 140, and the left and right drive shafts 151 and 152.
  • the hybrid drive system includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “WSC mode”). .) And other driving modes.
  • EV mode electric vehicle travel mode
  • HEV mode hybrid vehicle travel mode
  • WSC mode drive torque control travel mode
  • EV mode is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor 110.
  • HEV mode is a mode in which the first clutch CL1 is engaged and the vehicle is driven by the driving force of the engine 100 and the motor 110.
  • the clutch transmission torque that causes the second clutch CL2 to be in the slip engagement state and passes through the second clutch CL2 is: In this mode, the vehicle starts while controlling the clutch torque capacity so that the required driving torque is determined according to the vehicle state and driver operation.
  • “WSC” is an abbreviation of “Wet Start clutch”.
  • the control system of the hybrid vehicle includes an engine, a motor, an automatic transmission, a brake, an integrated controller 1, 2, 7, 9, 10, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, The second clutch hydraulic unit 8 is configured.
  • the six controllers 1, 2, 5, 7, 9, and 10 are connected via a CAN communication line 11 that can exchange information with each other.
  • the engine controller 1 inputs the engine rotation speed information from the engine rotation speed sensor 12, the target engine torque command from the integrated controller 10, and other necessary information.
  • the engine controller 1 outputs a command for controlling the engine operating point (Ne, Te) to the throttle valve actuator or the like of the engine 100.
  • the motor controller 2 inputs information from the resolver 13 that detects the rotor rotation position of the motor 110, a target motor torque command and target motor rotation speed command from the integrated controller 10, and other necessary information.
  • the motor controller 2 outputs a command for controlling the motor operating point (Nm, Tm) of the motor 110 to the inverter 3. Further, the motor controller 2 monitors the battery charge amount SOC that represents the charge capacity of the battery 4.
  • the battery charge amount SOC information is used for control information of the motor 110 and is supplied to the integrated controller 10 via the CAN communication line 11.
  • the first clutch controller 5 inputs the sensor information from the first clutch stroke sensor 15, the target first clutch torque capacity command from the integrated controller 10, and other necessary information.
  • the first clutch stroke sensor 15 detects the stroke position of the piston 14 a of the hydraulic actuator 14.
  • the first clutch controller 5 outputs a command for controlling engagement / release (torque capacity) of the first clutch CL 1 to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit 180.
  • AT controller 7 inputs information from accelerator opening sensor 16, vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.).
  • the AT controller 7 searches for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map when traveling in the D range, and sends a control command for obtaining the searched gear position to the AT hydraulic control.
  • the AT hydraulic control valve unit 180 controls the engagement and release of each frictional engagement element (not shown).
  • the shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed.
  • the AT controller 7 performs the following second clutch control in addition to the automatic shift control. That is, when a target second clutch torque capacity command is input from the integrated controller 10, a command for controlling engagement / release (torque capacity) of the second clutch CL 2 is sent to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit 180. Output.
  • the brake controller 9 inputs a wheel speed sensor 19 for detecting each wheel speed of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information.
  • the brake controller 9 compensates for the shortage with the mechanical braking force (hydraulic braking force or motor braking force) when the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS at the time of brake depression braking.
  • regenerative cooperative brake control is performed.
  • the integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
  • the integrated controller 10 inputs necessary information from the motor rotation speed sensor 21 that detects the motor rotation speed Nmot, other sensors / switches 22, and the CAN communication line 11.
  • the integrated controller 10 outputs a target engine torque command, a target motor torque command and a target motor rotation speed command, a target first clutch torque capacity command, a target second clutch torque capacity command, and a regeneration cooperative control command.
  • FIG. 2 is a control block diagram showing calculation processing executed in the integrated controller 10.
  • the integrated controller 10 includes a target driving force calculation unit 31, a mode selection unit 32, a target charge / discharge power calculation unit 33, and an operating point command unit 34.
  • the target driving force calculation unit 31 calculates a target driving force tFo0 by searching a target driving force map from the accelerator opening APO and the vehicle speed VSP.
  • the mode selection unit 32 selects “EV mode” or “HEV mode” from the accelerator opening APO and the vehicle speed VSP using the EV / HEV mode selection map shown in FIG. 3, and selects the selected mode as the target travel mode. To do. However, if the battery charge SOC is equal to or less than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, when starting from the “EV mode” or “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed VSP becomes the first set vehicle speed VSP1.
  • the operating point commanding unit 34 determines the operating point of the power train that combines the power source and the drive system, the target engine torque, the target motor torque (may be the target motor rotational speed), the target first clutch torque capacity, It is defined by the 2-clutch torque capacity and the target gear ratio.
  • motor regeneration is performed during the coasting in the EV mode.
  • the motor regeneration is continued even after the battery 4 is fully charged by the motor regeneration, the battery 4 is overcharged and the battery 4 is deteriorated. There is a risk of inviting.
  • the motor regeneration is canceled to prevent overcharging of the battery 4, the deceleration braking force cannot be obtained.
  • FIG. 5 is a timing chart of a reference example showing control during coasting in the EV mode.
  • “Coast” means that the vehicle is traveling inertia on a downhill or flat ground. For example, it can be determined that the vehicle is coasting when the accelerator opening APO is zero and the brake pedal is not depressed.
  • the accelerator opening becomes zero at the timing of t2 and shifts to coasting in the EV mode.
  • the motor regeneration is performed by maintaining the motor regeneration possible torque (Tmot) at a negative constant value (see the solid line in the third stage in FIG. 5). Since the battery 4 is charged by the motor regeneration, the battery charge amount SOC increases with a predetermined inclination from t2 (see the fourth stage in FIG. 5).
  • the third and fourth threshold values Vs3 and Vs4 are prepared in advance for the battery charge amount SOC.
  • the third threshold value Vs3 is a charging upper limit value (indicating a fully charged state) in the EV mode, and is set to a value slightly lower than the first threshold value Vs1 that is the charging upper limit value in the HEV mode.
  • the fourth threshold value Vs4 is a charging lower limit value in the EV mode, and is set to a value slightly higher than the second threshold value Vs2 that is the charging lower limit value in the HEV mode.
  • the motor regeneration possible torque (Tmot) is increased toward zero with a predetermined inclination from the timing t3 when the battery charge SOC reaches the third threshold value Vs3 due to the motor regeneration.
  • the absolute value of the motor regeneration torque becomes small, and the slope of the battery charge amount SOC becomes gentler than t3.
  • the motor torque is increased with the same inclination, and is held at a positive constant value at the timing of t5. That is, from t4, the motor 110 is powered to reduce the battery charge amount SOC (see the solid line in the third stage in FIG. 5).
  • the first clutch CL1 starts to be engaged at the timing of t3, and the first clutch CL1 is completely engaged at the time t4 (see the second stage in FIG. 5).
  • the first clutch torque capacity (CL1 torque capacity) is shown superimposed on a two-dot chain line.
  • the negative first clutch torque capacity indicates that the engine friction torque is acting on the drive system via the engaged first clutch CL1.
  • the difference between the absolute value of the engine friction torque and the motor regenerative torque (Tmot) becomes the vehicle braking torque. Therefore, the vehicle braking force can be obtained by determining the target motor torque during power running so that the motor regenerative torque (Tmot) does not exceed the absolute value of the engine friction torque.
  • the slope of the battery charge SOC becomes gentler than before t3, and the battery charge SOC is reduced at t4 when the first clutch CL1 is completely engaged. Peak value.
  • the battery charge amount SOC then gradually decreases until t5, and then decreases with a steeper slope than before t5 (see the fourth stage in FIG. 5).
  • the battery charge SOC reaches the fourth threshold value Vs4 at the timing of t6 due to the decrease in the battery charge SOC.
  • the target motor torque power running torque
  • the target motor torque Tmot power running torque
  • the inclination of the torque is relaxed and the torque is held at a negative constant value at the timing of t8. That is, from t7, motor regeneration possible torque is applied again to perform motor regeneration, and the battery charge amount SOC is increased (see the fourth stage in FIG. 5).
  • the first clutch torque capacity is increased toward zero from t7 and is made to coincide with the target motor torque Tmot at timing t8.
  • the first clutch is engaged while preventing overcharging of the battery 4, and the difference between the absolute value of the engine friction torque and the motor regenerative torque (Tmot). Is used as a vehicle braking torque to decelerate the vehicle.
  • the following operation is executed in order to cooperatively control the motor regeneration possible torque, the target first clutch torque capacity, and the target gear ratio with respect to the driver request vehicle braking force.
  • FIG. 6 shows how the accelerator opening APO, the motor rotation speed Nmot, the engine rotation speed Neng, the target motor torque Tmot, the target first clutch torque capacity, the battery charge amount SOC, and the like change during the coasting in the EV mode. Is shown.
  • the hybrid vehicle is operated in the same manner as in the reference example.
  • the case of the reference example is shown by overlapping with a thin line.
  • the feedforward target gear ratio of ⁇ 1> is instructed to the automatic transmission 120 from the timing t3 when the battery charge SOC reaches the third threshold value Vs3, the inclination of the motor rotation speed is a reference example. It becomes more gradual and settles to a constant value at the timing of t4.
  • the target first clutch torque capacity (hydraulic pressure) of the above ⁇ 2> is instructed to the first clutch CL1 from t3, the inclination of the first clutch torque capacity to the negative side is more gradual than that of the reference example. It settles to a negative constant value at the timing.
  • the first clutch is completely engaged, whereby engine friction torque acts on the vehicle and engine braking is obtained.
  • the target motor torque Tmot reaches zero at the timing of t4.
  • the battery charge amount SOC is kept constant from t4.
  • the battery charge amount SOC is not changed while obtaining the target vehicle braking force by giving the feedforward target gear ratio.
  • the automatic transmission 120 is downshifted too much and the engine brake becomes too effective, and it is not necessary to perform motor powering to alleviate this effect.
  • the power generation torque calculation unit 41 calculates a power generation torque Tgen [Nm] by searching a predetermined table (power generation torque table) from the current motor rotation speed Nmot.
  • the “power generation torque” is torque that can be regenerated at the current motor rotation speed Nmot.
  • the power generation torque Tgen is given as a negative value. This is because the motor torque is defined as a positive value during power running and the motor torque as a negative value during regeneration.
  • the maximum value selection unit 42 compares the power generation torque Tgen with the motor regenerative torque [Nm] from the motor regenerative torque calculation unit 65, and selects and outputs the larger side. Since the two torques are negative values, the smaller negative value is selected.
  • the motor regenerative torque is the maximum torque that the motor 110 can regenerate.
  • the calculation method of the motor regenerative torque that is performed by the motor regenerative torque calculation unit 65 is omitted.
  • the motor regeneration possible torque is an upper limit value determined by various requirements such as the battery charge amount SOC, the state of the inverter 3, and the torque required when starting the engine.
  • the maximum torque that can be regenerated by the motor 110 is obtained based on the battery charge amount SOC and the state of the inverter 3, and the value obtained by subtracting the torque necessary for engine start from the obtained torque is set as the motor regenerative torque. Therefore, the difference from the power generation torque Tgen is as follows.
  • the power generation torque Tgen is the maximum regenerative torque (almost determined if the maximum kW is determined).
  • the motor regenerative torque is a value having a meaning such as a limit value determined in real time from various requirements of the system.
  • the motor regeneration possible torque is a constant negative value because of motor regeneration.
  • the motor regeneration possible torque is negative. It goes from zero to zero. Since the absolute value of the motor regenerative torque calculated in this way during the coasting in the EV mode is smaller than the absolute value of the power generation torque, the maximum value selection unit 42 does the motor regeneration during the coasting in the EV mode. Output possible torque.
  • the maximum value limiter 43 limits the negative output from the maximum value selector 42 to zero at the maximum. Referring to FIG. 6, during the period from t2 to t3, the motor regeneration possible torque is given as a negative value, and the battery charge amount SOC increases. Since the motor regenerative torque increases from t3 toward zero, the slope of the battery charge amount SO becomes gentler than before t3. The motor regeneration possible torque reaches zero at t4, and the target motor torque is maintained at zero after t4. That is, the motor regenerative torque is maintained at zero after t4 due to the function of the maximum value limiting unit 43.
  • the engine friction torque calculation unit 44 calculates an engine friction torque Teng by searching a predetermined table (engine friction torque table) from the engine rotation speed Neng.
  • the feedforward target gear ratio calculation unit 45 calculates a feedforward target gear ratio Rff by searching a predetermined table (target gear ratio table) from the vehicle speed VSP.
  • a driver requested vehicle braking force table in which a driver requested vehicle braking force Fdrv corresponding to the vehicle speed VSP is defined as shown in FIG.
  • the vehicle braking force Fdrv is a driving force converted to a drive shaft axis.
  • the vehicle braking force Fdrv is basically a negative value, but a positive value is given in a region where the vehicle speed VSP is low. This is because creep torque is applied in a region where the vehicle speed VSP is low.
  • the relationship between the engine rotational speed Neng and the engine friction torque Teng is defined as in the engine friction torque table shown in FIG. Further, from the following equations (1) and (2), the relationship of the vehicle braking force Fdrvf generated by the engine friction with respect to the vehicle speed VSP can be defined for each gear ratio RATIO as shown in the graph of FIG. 9B.
  • Fdrvf [N] Teng [Nm] ⁇ RATIO ⁇ final reduction ratio / dynamic rotation radius [m] ... (1)
  • VSP [km / h] Neng [rpm] / (RATIO ⁇ final reduction ratio) ⁇ Dynamic rotation radius [m] ⁇ 2 ⁇ ⁇ 60/1000 (2)
  • the feedforward target gear ratio calculation unit 45 calculates the driving braking force determined from the engine friction torque Teng and the driver requested vehicle braking force Fdrv when the battery 4 is not fully regenerated because the battery 4 is fully charged.
  • the target gear ratio is calculated in a feed-forward manner.
  • the full regeneration possibility determination unit 50 includes a driver request vehicle braking force calculation unit 46, a vehicle braking force calculation unit 51, absolute value calculation units 52 and 53, and a comparison unit 54.
  • the vehicle braking force calculation unit 51 calculates an actual vehicle braking force from the motor regenerative torque and the current gear ratio of the automatic transmission according to the following equation.
  • Actual vehicle braking force Motor regenerative torque x Current gear ratio x Proportional constant (3)
  • the absolute value calculation unit 52 calculates the absolute value of the actual vehicle braking force
  • the absolute value calculation unit 53 calculates the absolute value of the driver request vehicle braking force.
  • the comparison unit 54 compares the absolute value calculated by the absolute value calculation unit 52 with the absolute value calculated by the absolute value calculation unit 53.
  • the full regeneration coast target speed ratio (the full regeneration target speed ratio during the coast) is outside the scope of the present invention, and therefore the calculation method of the full regeneration coast target speed ratio is omitted.
  • the target first clutch torque capacity calculating unit 56 includes an engine friction torque calculating unit 44, a dividing unit 57, an absolute value calculating unit 58, a subtracting unit 59, a limiting unit 60, an absolute value calculating unit 61, and a multiplying unit 62.
  • the target first clutch torque capacity calculation unit 56 calculates the target first clutch torque capacity Ccl1 by the following equation.
  • Ccl1
  • the engine friction torque calculation unit 44 determines the magnitude of the engine friction torque Teng using the engine friction torque table shown in FIG.
  • First clutch torque capacity ratio 1 ⁇
  • the first clutch torque capacity ratio is 0% when full regeneration is possible and 100% when full regeneration is impossible.
  • the target first clutch torque capacity changes according to the motor regeneration possible ratio (
  • the motor regenerative torque is equal to the power generation torque Tgen
  • the first clutch torque capacity ratio is 0% from the equation (5)
  • the target first clutch torque capacity is from the equation (4). Zero. Therefore, the first clutch torque capacity (CL1 capacity) becomes zero from t2 to t3, and the first clutch CL1 is in a disconnected state.
  • the first clutch torque capacity ratio becomes larger than 0% from the equation (5).
  • the first clutch torque capacity ratio becomes 100% from the equation (5). That is, the first clutch CL1 is completely engaged at t4.
  • the engine 100 is rotated by the drive system, so that the engine rotational speed Neng is zero at t3, but rises and becomes equal to the motor rotational speed Nmot at the timing of t4. It is maintained at a constant value after t4.
  • the engine speed Neng changes from zero to a positive value during the period from t3 to t4
  • the engine friction torque Teng changes from zero to a negative value.
  • the flowchart of FIG. 11 shows the flow of the control described using the control block of FIG. 7, that is, the control for calculating the target motor torque, the target gear ratio, and the target first clutch torque capacity.
  • the process of the flowchart shown in FIG. 11 is executed at regular time intervals (for example, every 10 ms).
  • step S1 the driver request vehicle braking force Fdrv is calculated from the vehicle speed VSP.
  • step S2 it is determined whether or not the vehicle is in coasting in the EV mode and the vehicle speed VSP exceeds the first predetermined vehicle speed V1.
  • the current process is terminated as it is (the control of this embodiment is not performed). This is because, for example, as a system operation requirement or a fuel consumption target, there is a request to basically run in the EV mode at the first predetermined vehicle speed V1 or less.
  • the fuel efficiency is better when the vehicle is driven with inertia while the first clutch CL1 is in the non-engaged state than the engine brake by engaging the first clutch CL1.
  • step S3 it is determined whether or not the battery charge amount SOC is less than the third threshold value Vs3 and the driver-requested vehicle braking force Fdrv can be achieved only by full regeneration.
  • the determination as to whether or not the driver-required vehicle braking force Fdrv can be achieved only by full regeneration is performed by the full regeneration possibility determination unit 50 of FIG.
  • Said 3rd threshold value Vs3 is a charge upper limit in EV mode (refer FIG. 5, FIG. 6).
  • step S3 If it is determined in step S3 that the battery charge SOC is less than the third threshold value Vs3 and the driver-requested vehicle braking force Fdrv can be achieved only by full regeneration, the process proceeds to steps S4 to S6.
  • the processes in steps S4 to S6 are performed in the period from t2 to t3 in FIG.
  • step S4 the motor regeneration possible torque is set as the target motor torque.
  • step S5 the full regeneration coast target speed ratio (see FIG. 7), which is the normal target speed ratio in the EV mode, is calculated, and the calculated full regeneration coast target speed ratio is set as the target speed ratio.
  • step S7 it is determined whether or not the motor regeneration possible torque gradual reduction processing mode is set. For example, when the battery charge amount SOC becomes equal to or greater than the third threshold value Vs3, it is determined that the motor regeneration possible torque gradual reduction processing mode has been entered. When it is in the motor regeneration possible torque gradual reduction processing mode, the process proceeds to steps S8 to S10. The processes in steps S8 to S10 are performed in the period from t3 to t4 in FIG.
  • step S8 the motor regeneration possible torque is gradually reduced.
  • the motor regenerative torque is gradually increased to zero (see the period from t3 to t4 in FIG. 6). Then, the gradual reduction value of the motor regenerative torque is set as the target motor torque.
  • step S9 the feedforward target speed ratio Rff is calculated using the feedforward target speed ratio table, and the calculated feedforward target speed ratio Rff is set as the target speed ratio.
  • step S10 the target first clutch torque capacity is calculated from the above equation (4). As a result, the EV mode is shifted to the HEV mode.
  • step S7 When the motor regeneration possible torque gradual reduction processing mode is not set in step S7, the process proceeds to steps S11 to S13.
  • the processes in steps S11 to S13 are performed in a period after t4 in FIG.
  • step S11 the target motor torque is set to zero (no regeneration or power running).
  • step S12 the feedforward target speed ratio Rff is calculated using the above-mentioned feedforward target speed ratio table, and the calculated feedforward target speed ratio Rff is set as the target speed ratio.
  • step S13 the torque capacity when the first clutch is completely engaged is calculated as the target first clutch torque capacity. That is, the HEV mode is set.
  • the hybrid vehicle control apparatus includes an engine 100, a motor 110 (motor generator), a first clutch CL1 that intermittently connects between them, and an automatic transmission 120 (transmission).
  • an engine 100 a motor 110 (motor generator), a first clutch CL1 that intermittently connects between them, and an automatic transmission 120 (transmission).
  • the CL1 When the CL1 is engaged, the driving force of the engine 100 and the motor GM is transmitted in the HEV mode to transmit the driving force to the input shaft of the automatic transmission 120.
  • the first clutch CL1 is released, the driving force of only the motor GM is used as the input shaft of the transmission. EV mode travel is transmitted to the vehicle.
  • the accelerator release and charge state determination means for determining whether the battery is being coasted (accelerator being released) and the battery charge amount SOC is in a fully charged state (predetermined amount or more), engine friction An engine friction torque calculating unit 44 (engine friction torque calculating unit) that calculates torque, a motor regenerative torque calculating unit 65 (motor regenerative torque calculating unit) that calculates torque that can be regenerated by the motor 110, and this calculation.
  • Motor controller 2 (motor torque control means) for controlling the motor torque so as to obtain a motor regenerative torque, coasting in EV mode (accelerator being released), and the battery charge amount SOC being fully charged (predetermined amount or more)
  • motor controller 2 for controlling the motor torque so as to obtain a motor regenerative torque, coasting in EV mode (accelerator being released), and the battery charge amount SOC being fully charged (predetermined amount or more)
  • driver request vehicle braking force calculation unit 46 target vehicle deceleration force calculation means that calculates the target vehicle deceleration force) and the calculated driver request vehicle braking force Fdrv and the calculated engine friction torque
  • a feedforward target speed ratio calculating unit 45 (target speed ratio calculating means) for calculating a speed ratio Rff (target speed ratio) and the speed ratio of the automatic transmission 120 so as to obtain the feedforward target speed ratio Rff.
  • Target first clutch torque based on the AT controller 7 (speed ratio control means) and the calculated driver request vehicle braking force Fdrv and the calculated motor regenerative torque when the speed ratio is controlled by the controller 7
  • Target first clutch torque capacity calculation unit 56 for calculating capacity (target clutch engagement capacity)
  • a target clutch engagement capacity calculating means A target clutch engagement capacity calculating means), and a first clutch controller 5 for controlling the torque capacity of the first clutch as the target first clutch torque capacity is obtained (clutch connection capacity control means).
  • the feedforward target gear ratio (target gear ratio) is set so that the driver requested vehicle braking force (target vehicle deceleration force) is generated by the vehicle deceleration force generated by the engine friction torque when the first clutch CL1 is fully engaged. Ratio) is calculated, it is possible to obtain a feeling of vehicle deceleration without a sense of incongruity.
  • the motor controller 2 (motor generator torque control means) maintains the motor regenerative torque at zero when the first clutch controller 5 (clutch engagement capacity control means) fully engages the first clutch CL1. Therefore, useless charging / discharging can be eliminated.
  • the flowchart of FIG. 12 shows the flow of processing for calculating the target motor torque, the target gear ratio, and the target first clutch torque capacity of the second embodiment, and replaces FIG. 11 of the first embodiment.
  • the same number is attached
  • the process of the flowchart shown in FIG. 12 is also executed at regular time intervals (for example, every 10 ms).
  • the regenerative torque, the target first clutch torque capacity, and the target gear ratio are coordinated with the driver request vehicle braking force. Control.
  • step S21 it is determined whether or not the vehicle speed VSP exceeds the second predetermined vehicle speed V2 during the coasting in the HEV mode.
  • the current process is terminated as it is (the control of the second embodiment is not performed). This is because, for example, as a system operation requirement or a fuel consumption target, there is a request to basically run in the HEV mode at the second predetermined vehicle speed V2 or lower.
  • the second predetermined vehicle speed V2 may be the same as the first predetermined vehicle speed 1.
  • step S22 the battery charge amount SOC is compared with the third threshold value Vs3, and in step S23, it is determined whether or not the driver-requested vehicle braking force can be achieved only by full regeneration.
  • steps S22 and S23 when the battery charge SOC is less than the third threshold value Vs3 and the driver-requested vehicle braking force can be achieved only by full regeneration, the process proceeds to steps S24, S5, and S6.
  • step S24 the target motor torque corresponding to the driver request vehicle braking force Fdrv is calculated, and the calculated target motor torque corresponding to the driver request vehicle braking force Fdrv is set as the target motor torque.
  • step S5 the full regeneration coast target speed ratio (see FIG. 7), which is the normal target speed ratio in the EV mode, is calculated, and the calculated full regeneration coast target speed ratio is set as the target speed ratio.
  • step S23 If the charge amount SOC is less than the third threshold value Vs3 in step S22, but it is determined in step S23 that the driver-required vehicle braking force cannot be achieved only by full regeneration, the process proceeds to step S4, and the motor regeneration possible torque is set as the target motor torque. .
  • step S25 the target gear ratio at the time of full regeneration in the HEV mode is calculated, and the calculated target gear ratio at the time of full regeneration is set as the target gear ratio.
  • the reason for calculating the target gear ratio during full regeneration in the HEV mode when the driver-required vehicle braking force cannot be achieved only by full regeneration will be described.
  • the driver-required vehicle braking force can be achieved only by full regeneration
  • the driver-required vehicle braking force can be achieved by only full regeneration in the EV mode (when the first clutch CL1 is released).
  • the driver-required vehicle braking force cannot be achieved only by full regeneration, the driver-required vehicle braking force must be achieved only by full regeneration in the HEV mode (when the first clutch CL1 is engaged).
  • the difference in gear ratio between when the driver-requested vehicle braking force can be achieved only by full regeneration in the EV mode and when the driver-requested vehicle braking force cannot be achieved only by full regeneration in the HEV mode is that the engine 100 is driven by the first clutch CL1.
  • the difference is whether or not it is fastened. Even when the first clutch CL1 is engaged and when it is not engaged, the engine braking force changes even when the speed ratio is the same.
  • the purpose is to obtain the driver requested vehicle braking force Fdrv regardless of whether the first clutch CL1 is engaged or disengaged. Therefore, the driver request depends on whether the first clutch CL1 is disengaged or engaged. There is a difference in the gear ratio for achieving the vehicle braking force Fdrv.
  • a gear ratio that satisfies the driver-requested vehicle braking force Fdrv by full regeneration in the HEV mode is calculated.
  • the target gear ratio during full regeneration in the HEV mode is calculated based on the driver requested vehicle braking force Fdrv, motor regeneration possible torque, and engine friction torque.
  • step S26 the torque capacity when the first clutch CL1 is completely engaged is calculated as the target first clutch torque capacity. That is, the HEV mode is maintained.
  • step S7 it is determined whether or not the motor regeneration torque gradual reduction processing mode is set. For example, when the battery charge amount SOC becomes equal to or greater than the third threshold value Vs3, it is determined that the motor regeneration torque gradual reduction processing mode has been entered. When it is in the motor regenerative torque gradual reduction processing mode, the process proceeds to steps S8, S9, and S27.
  • step S8 the motor regeneration possible torque is gradually reduced.
  • the motor regenerative torque is gradually increased to zero (see the period from t3 to t4 in FIG. 6). Then, the gradual reduction value of the motor regenerative torque is set as the target motor torque.
  • step S9 the feedforward target speed ratio Rff is calculated using the above-mentioned feedforward target speed ratio table, and the calculated feedforward target speed ratio Rff is set as the target speed ratio.
  • step S27 the torque capacity when the first clutch is completely engaged is calculated as the target first clutch torque capacity. That is, the HEV mode is maintained.
  • the vehicle braking force when the brake pedal is not depressed can be generated by the motor regeneration and the engine brake. Therefore, the hybrid vehicle tries to generate a vehicle braking force equivalent to a vehicle driven only by the engine. Then, the vehicle deceleration torque during the coast shared by the engine brake can be smaller than that of the vehicle driven only by the engine. Therefore, in the hybrid vehicle, in order to generate the engine brake, the engine speed is controlled to be smaller than that of the vehicle driven only by the engine. Therefore, in order to prevent the driver from feeling uncomfortable due to an engine rotation feeling different from that of a vehicle driven only by an engine, it is necessary to cause engine rotation during vehicle braking that can occur in a vehicle driven only by the engine. is there.
  • the engine rotational speed when the target vehicle deceleration force is obtained during coasting with a vehicle driven only by the engine is determined in advance as the target rotational speed, and the target vehicle deceleration force is set based on the target rotational speed. To do. As a result, even in a hybrid vehicle, it is possible to obtain the same engine rotation feeling as during coasting in a vehicle driven only by an engine.
  • the present invention is not limited to the embodiment described above.

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

Abstract

Ce dispositif de commande de véhicule hybride qui entre en mode de Véhicule Électrique Hybride (HEV) pour le déplacement au moyen de forces d'entraînement d'un moteur et d'un moteur-générateur quand un embrayage est en prise ou en mode EV permettant de se déplacer au moyen de la force d'entraînement du moteur-générateur seul lorsque l'embrayage est désengagé, commande le rapport de transmission de manière à obtenir un rapport d'engrenage cible qui correspond à une vitesse de véhicule lorsque la pédale d'accélérateur est déterminée comme ayant été libérée dans le mode de Véhicule Électrique (EV) ou dans le mode de Véhicule Électrique Hybride (HEV) et la capacité chargée de la batterie est déterminée pour être égale ou supérieure à un condensateur prédéterminé et calcule, sur la base d'un couple de frottement du moteur et d'un couple qui peut être régénéré par le moteur-générateur, une capacité de mise en prise d'embrayage cible lorsque le rapport d'engrenage est en train d'être commandé. Ensuite, le dispositif de commande de véhicule hybride commande la capacité de mise en prise d'embrayage de manière à obtenir la capacité de mise en prise d'embrayage cible.
PCT/JP2013/059353 2012-04-06 2013-03-28 Dispositif de commande de véhicule hybride et procédé de commande de véhicule hybride WO2013150966A1 (fr)

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WO2015076230A1 (fr) * 2013-11-25 2015-05-28 いすゞ自動車株式会社 Véhicule hybride et son procédé de commande
CN109720334A (zh) * 2017-10-31 2019-05-07 丰田自动车株式会社 混合动力车辆
US10946853B2 (en) * 2017-11-13 2021-03-16 Toyota Jidosha Kabushiki Kaisha Drive force control system for hybrid vehicles
CN114677872A (zh) * 2021-02-23 2022-06-28 北京新能源汽车股份有限公司 一种模拟手动挡的电机扭矩控制方法和装置

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KR101822285B1 (ko) 2016-06-13 2018-01-26 현대자동차주식회사 하이브리드 차량용 변속 제어방법
JP6777225B2 (ja) * 2017-04-14 2020-11-04 日産自動車株式会社 ハイブリッド車両の制御方法及びハイブリッド車両の制御装置

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JP2009208565A (ja) * 2008-03-03 2009-09-17 Nissan Motor Co Ltd ハイブリッド車両のクラッチ制御装置
JP2010143511A (ja) * 2008-12-22 2010-07-01 Nissan Motor Co Ltd ハイブリッド車両の制御装置
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JP2009208565A (ja) * 2008-03-03 2009-09-17 Nissan Motor Co Ltd ハイブリッド車両のクラッチ制御装置
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Publication number Priority date Publication date Assignee Title
WO2015076230A1 (fr) * 2013-11-25 2015-05-28 いすゞ自動車株式会社 Véhicule hybride et son procédé de commande
JP2015101192A (ja) * 2013-11-25 2015-06-04 いすゞ自動車株式会社 ハイブリッド車両及びその制御方法
CN109720334A (zh) * 2017-10-31 2019-05-07 丰田自动车株式会社 混合动力车辆
CN109720334B (zh) * 2017-10-31 2022-03-11 丰田自动车株式会社 混合动力车辆
US10946853B2 (en) * 2017-11-13 2021-03-16 Toyota Jidosha Kabushiki Kaisha Drive force control system for hybrid vehicles
CN114677872A (zh) * 2021-02-23 2022-06-28 北京新能源汽车股份有限公司 一种模拟手动挡的电机扭矩控制方法和装置
CN114677872B (zh) * 2021-02-23 2024-05-10 北京新能源汽车股份有限公司 一种模拟手动挡的电机扭矩控制方法和装置

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