JP2014088055A - Control device for hybrid electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a hybrid electric vehicle which secures regeneration amount of a motor during reducing of vehicle speed and reduces amount of fuel consumption of an engine.SOLUTION: During reducing of vehicle speed of a hybrid electric vehicle, the control device cuts a clutch and starts regenerative drive by a motor and fuel cut of an engine (t1), and from the time point when an engine speed becomes equal to or less than a clutch control start engine speed (t3), performs a clutch control during reducing speed for controlling a clutch discontinuously so as to maintain higher engine speed than idling start engine speed in a range that no impact is applied to reducing speed of the vehicle.

Description

  The present invention relates to a control device for a hybrid electric vehicle that includes an engine and an electric motor as driving sources for traveling and can switch the driving source by connecting and disconnecting a clutch, and more particularly to clutch control during vehicle deceleration.

In recent years, hybrid electric vehicles including an engine and an electric motor (hereinafter referred to as a motor) as drive sources have been developed for the purpose of improving fuel consumption and exhaust gas performance.
For example, there is a hybrid electric vehicle in which a clutch is provided between an engine and a motor, and a drive source can be switched by connecting and disconnecting the clutch. In such a hybrid electric vehicle, it is possible to run with only the motor by stopping the engine and disengaging the clutch, that is, by keeping the clutch open. If the required drive torque cannot be achieved only by the motor drive torque, the engine is started and the clutch is connected, that is, the clutch is closed, so that the drive torque that combines the engine and the motor is achieved. Can be used.

  On the other hand, when the vehicle decelerates, the motor can function as a generator to generate regenerative driving. For example, a hybrid electric vehicle has been developed that regenerates deceleration energy while maintaining deceleration by setting a clutch in a disengaged state and generating a load corresponding to an engine brake by a motor during vehicle deceleration (Patent Document 1). reference).

  Further, when performing regeneration control by the motor, the first drive energy used for driving the vehicle in the clutch disengaged state is compared with the second drive energy used for driving the vehicle in the clutch connected state. When the first driving energy is larger, the clutch is disengaged, and when the second driving energy is larger, the clutch is connected to obtain as much driving energy as possible during regenerative control. Hybrid electric vehicles that improve fuel efficiency have also been developed (see Patent Document 2).

Japanese Patent Laid-Open No. 11-164403 JP 2011-093433 A

  In general, including hybrid electric vehicles described in Patent Documents 1 and 2, auxiliary engines such as a hydraulic pump for power steering, a vacuum pump for brakes, a radiator fan, and a compressor for an air conditioner are connected to the engine. ing. These auxiliary machines are driven according to the rotation of the engine, and many of them need to be driven at all times.

  Therefore, even when the clutch is disengaged and regenerative driving by the motor is performed as in the techniques described in Patent Documents 1 and 2, the engine is rotated to drive at least the auxiliary machinery. It is necessary to keep it. For this reason, even when the engine is not used for running the vehicle while the clutch is disconnected, the engine is idling so that the engine does not stop completely when the engine speed decreases. In this way, if the engine is idling to drive the accessories, the fuel is consumed correspondingly, and the fuel efficiency improvement effect as a hybrid electric vehicle is reduced.

On the other hand, if the clutch is in the engaged state at the time of deceleration to prevent idling operation for driving auxiliary machinery, the driving load of the engine (that is, engine brake) is applied, and the regeneration amount by the motor is reduced. Even in this case, the fuel efficiency improvement effect is hindered.
In addition, it is possible to electrify the auxiliary machines so that they do not depend on the engine drive. However, electrification of the various auxiliary machines significantly increases the cost, which is not preferable.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a hybrid electric vehicle capable of reducing the fuel consumption of the engine while ensuring the regeneration amount by the motor during vehicle deceleration. To provide a car.

  In order to achieve the above-described object, the hybrid electric vehicle control device according to claim 1 is a hybrid electric vehicle control device including an engine and an electric motor as drive sources, and is provided between the engine and the electric motor. A clutch for connecting and disconnecting the driving force of the engine transmitted from the engine to the driving wheel via the electric motor, an engine speed detecting means for detecting the engine speed, and the engine speed When the engine speed detected by the detecting means is equal to or lower than a predetermined idling start speed, the idling control means for controlling the engine to perform idling operation with fuel supply to the engine, and when the vehicle decelerates, Regeneration control means for deceleration when stopping fuel supply to the engine and driving the electric motor to regenerate And a deceleration clutch control means for controlling connection / disconnection of the clutch within a range that does not affect the deceleration of the vehicle so as to maintain an engine speed higher than the idling start speed when the vehicle decelerates. It is said.

  According to a second aspect of the present invention, there is provided a control apparatus for a hybrid electric vehicle according to the first aspect, further comprising clutch rotational speed detection means for detecting the rotational speed of the clutch on the motor side, wherein the clutch control means for deceleration is the clutch rotational speed detection means. The clutch connecting / disconnecting control is performed when the clutch rotational speed detected by the above is equal to or higher than a predetermined clutch rotational speed that does not cause engine stall.

  According to a third aspect of the present invention, there is provided a control apparatus for a hybrid electric vehicle according to the first or second aspect, wherein a transmission is provided between the electric motor and the driving wheel, and the clutch control means for deceleration includes a gear stage of the transmission in advance. The clutch connecting / disconnecting control is performed when the predetermined gear position is greater than the predetermined gear position.

  According to the hybrid electric vehicle control apparatus of the first aspect of the present invention using the above-described means, when the hybrid electric vehicle becomes equal to or less than the idling start rotational speed, the idling operation accompanied with the fuel supply to the engine is performed, and the vehicle deceleration Sometimes the fuel supply to the engine is stopped and the motor is regenerated. In this case, the deceleration clutch control means controls the connection / disconnection of the clutch within a range that does not affect the deceleration of the vehicle so as to maintain the engine rotation speed higher than the idling start rotation speed when the vehicle is decelerated.

  In other words, the deceleration clutch control means transmits the driving force from the motor side to the engine by clutch operation when the vehicle decelerates, and keeps the engine speed higher than the idling start speed, thereby shifting to the idling operation. While avoiding, the auxiliary machine connected to the engine can be driven. Further, the regenerative operation can be performed while keeping the fuel supply stop period long.

Since the clutch connection / disengagement control by the deceleration clutch control means is performed within a range that does not affect the deceleration of the vehicle, there is no change in the deceleration of the vehicle and the driver does not feel uncomfortable.
Thus, when the vehicle is decelerated, the fuel consumption of the engine can be reduced while securing the regeneration amount by the motor.

According to the hybrid electric vehicle control device of claim 2, the clutch connection / disconnection control by the deceleration clutch control means is performed only when the clutch rotational speed is equal to or higher than a predetermined clutch rotational speed that does not cause engine stall. To do.
If the clutch is connected when the clutch rotation speed on the electric motor side is lower than the engine rotation speed, the engine may stall and the engine rotation may stop. If the engine rotation stops, the auxiliary equipment connected to the engine will also stop, and if the engine is restarted to prevent the auxiliary equipment from stopping, the fuel consumption will deteriorate. Therefore, only when the motor-side clutch rotational speed is equal to or higher than the clutch rotational speed that does not cause engine stall, the clutch connection / disengagement control by the deceleration clutch control means is performed, so that Stop and deterioration of fuel consumption can be prevented.

According to the control apparatus for a hybrid electric vehicle of claim 3, in the configuration in which the transmission is provided between the electric motor and the driving wheel, the speed reduction is performed only when the shift stage of the transmission is larger than the predetermined shift stage. The clutch connection / disconnection control is performed by the hour clutch control means.
The lower the gear position, the greater the load at the time of clutch engagement, and the more likely the engine stalls. Therefore, only when the speed is greater than a predetermined gear position, the clutch is connected / disconnected by the clutch control means during deceleration. By performing the control, it is possible to prevent the auxiliary machine from being stopped and the fuel consumption from being deteriorated due to the engine stall.

It is a schematic block diagram of the control apparatus of the hybrid electric vehicle in one Embodiment of this invention. It is a flowchart which shows the clutch control routine at the time of deceleration which ECU of the control apparatus of the hybrid electric vehicle which concerns on one Embodiment of this invention performs. It is the time chart which showed the various operation states at the time of performing the clutch control at the time of deceleration by ECU of the control apparatus of the hybrid electric vehicle which concerns on one Embodiment of this invention in time series.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a schematic configuration of a control apparatus for a hybrid electric vehicle according to an embodiment of the present invention, which will be described with reference to FIG.
A vehicle 1 shown in FIG. 1 is a truck of a hybrid electric vehicle including an engine 2 and a motor 4 (electric motor) as drive sources.

The engine 2 is a prime mover that is generally used in automobiles such as a diesel engine and a gasoline engine, and the type thereof is not particularly limited here.
The engine 2 is provided with an engine accessory 2 a that is driven by the rotation of the engine 2. Specific examples of the engine accessory 2a include a power steering hydraulic pump, a brake vacuum pump, a radiator fan, and an air conditioner compressor. The engine accessory 2a is not limited to this as long as it is driven as the engine 2 rotates.

  A clutch 6 is provided between the engine 2 and the motor 4, the output shaft of the engine 2 is on the input shaft (input side) of the clutch 6, and the motor is on the output shaft (output side) of the clutch 6. The four rotation shafts are connected to each other. The clutch 6 is connected and disconnected using, for example, a solenoid valve, and the clutch stroke can be adjusted according to the current value to the solenoid valve.

  The motor 4 is, for example, a permanent magnet type synchronous motor that can generate power, and the rotating shaft of the motor 4 is connected to the input shaft of the transmission 8. The transmission 8 includes a plurality of gears, shifts the driving force input through the gears corresponding to the selected shift speed, and transmits them to the output shaft of the transmission 8. For example, the transmission of this embodiment is a six-speed automatic mechanical transmission. The drive force is transmitted from the output shaft of the transmission 8 to the left and right drive wheels 16 via the propeller shaft 10, the differential device 12, and the drive shaft 14.

  The motor 4 is connected to a battery 18 mounted on the vehicle 1 via an inverter 20, and receives torque from the battery 18 to generate torque. The battery 18 is a secondary battery such as lithium ion or nickel metal hydride, and the inverter 20 converts the DC power from the battery 18 into AC power and supplies the motor 4 with power. On the other hand, when the vehicle is decelerated, the motor 4 functions as a generator and is regeneratively driven. That is, the motor 4 generates AC power by the driving force transmitted in reverse from the driving wheels 16, and the regenerative torque generated by the motor 6 at this time acts as a braking torque for the driving wheels 16 and functions as a so-called regenerative brake. . The AC power is converted into DC power by the inverter 20 and then charged to the battery 18 so that the kinetic energy due to the rotation of the drive wheels 16 is recovered as electric energy.

In the vehicle 1 having such a configuration, only the rotating shaft of the motor 4 is mechanically connected to the drive wheels 16 via the transmission 8 when the clutch 6 is in a disconnected state. That is, only the torque generated by the motor 4 (hereinafter referred to as motor torque) is transmitted to the drive wheels 16 as the drive torque or braking torque of the vehicle 1.
On the other hand, when the clutch 6 is in the connected state, the output shaft of the engine 2 is mechanically connected to the transmission 8, the drive wheels 16 and the like via the rotating shaft of the motor 4. That is, at this time, when the motor torque is set to 0 and only the engine 2 is operated, only the torque generated by the engine 2 (hereinafter referred to as engine torque) becomes the driving torque or braking torque of the vehicle 1.

If the motor 4 is also operated in this state, the sum of the motor torque and the engine torque becomes the driving torque or braking torque of the vehicle 1.
The vehicle 1 is equipped with an ECU (Electronic Control Unit) 22 that integrally controls the engine 2, the motor 4, the clutch 6, and the transmission 8 in order to adjust the distribution of the motor torque and the engine torque. Has been.

The ECU 22 is communicably connected to a control unit (not shown) of each engine 2, motor 4, clutch 6, and transmission 8 using a CAN (Controller Area Network) or the like.
For example, the ECU 22 is currently selected from the information such as the fuel injection amount and the injection timing from the engine 2, the information from the clutch 6 to the connection state of the clutch 6, the motor rotation number information and the motor torque information from the motor 4, and the transmission 8. Various information such as the current gear position information and SOC information from the battery 18 is acquired. The ECU 22 is also connected to an engine accessory 2a attached to the engine 2 so as to be able to transmit information.

  Further, the vehicle 1 includes an engine speed sensor 24 (engine speed detecting means) for detecting the speed of the engine 2 and a clutch speed sensor 26 (for detecting the speed on the output side of the clutch 6 (motor 4 side)). Sensors such as a clutch rotational speed detection means) are provided. The ECU 22 is connected to each of the sensors 24 and 26 so as to be able to transmit information.

The ECU 22 configured as described above monitors the SOC of the battery 18 and the driving state of the vehicle 1, optimizes fuel consumption and exhaust gas performance, and performs an operation in accordance with the driving request of the engine 2, motor 4. Control the clutch 6, the transmission 8, etc.
For example, the ECU 22 regeneratively drives the motor 4 during deceleration of the vehicle when the SOC of the battery 18 is not sufficient (deceleration regeneration control means). On the other hand, during the regenerative drive of the motor 4, the fuel supply to the engine 2 is stopped (hereinafter referred to as fuel cut) until the engine speed becomes equal to or lower than the predetermined idling start rotational speed Idl_st, and the predetermined idling start rotation is performed. When it becomes several Idl_st or less, the fuel supply is started and the idling operation is performed (idling control means). The idling start rotational speed Idl_st is not limited to a fixed value, and may be a value that varies depending on the driving state of the vehicle.

Here, the ECU 22 controls the connection and disconnection of the clutch 6 within a range that does not affect the deceleration of the vehicle 1 in order to keep the fuel cut period during vehicle deceleration longer, and sets the engine speed higher than the idling start speed Idl_st. Maintain (deceleration clutch control means).
Hereinafter, clutch control (hereinafter referred to as deceleration clutch control) during vehicle deceleration performed by the ECU 22 will be described in detail.

Referring now to FIG. 2, there is shown a flowchart showing a deceleration clutch control routine executed by the ECU 22, which will be described below along the same flowchart.
Since the clutch control at the time of deceleration is control executed only during deceleration of the vehicle with the clutch 6 disconnected, the ECU 22 first determines whether or not the vehicle is being decelerated with the clutch 6 disconnected as step S1. Determine. Specifically, the determination is made on the basis of information such as the vehicle speed of the vehicle 1, the opening degree of the accelerator and brake, the travel gear stage, the SOC state of the battery 18, the temperature of the motor 4, and the like. If the determination result is true (Yes), the process proceeds to the next step S2. On the other hand, if the determination result is false (No), that is, if the clutch 6 is decelerated while the vehicle is being accelerated or the engine brake is used, the clutch control need not be executed. Therefore, the routine is returned.

In step S2, the ECU 22 determines whether or not the clutch rotational speed detected by the clutch rotational speed sensor 26 is larger than a predetermined clutch rotational speed.
The predetermined clutch rotational speed is set to a clutch rotational speed that does not cause engine stall due to the connection of the clutch 6. Specifically, the predetermined clutch rotational speed is set to a rotational speed slightly higher than the rotational speed at the timing of lowering (shifting down) the speed of the transmission 8. Therefore, this determination is performed to prevent the difference between the engine speed corresponding to the clutch rotational speed on the input side of the clutch 6 and the rotational speed on the output side of the clutch 6 from becoming excessive. In the present embodiment, it is assumed that the predetermined clutch rotational speed is set to a rotational speed slightly higher than the rotational speed at the timing of downshifting. The predetermined clutch rotational speed is not limited to a fixed value, but may be a value that varies depending on the driving state of the vehicle.

If the determination result is false (No), the routine is returned without performing clutch control during deceleration. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S3.
In step S3, the ECU 22 determines whether or not the speed selected in the transmission 8 is greater than a predetermined speed. The predetermined shift stage is a shift stage that is selected when the vehicle 1 is started, for example, and is the third speed in this embodiment. That is, this determination is a determination for preventing the engine stall from occurring by connecting the clutch 6 at a low gear position with a high load when the clutch is connected. If the determination result is false (No), the routine is returned without performing deceleration clutch control. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S4.

  In step S4, the ECU 22 determines whether or not the vehicle 1 is creeping. Specifically, whether or not the vehicle is creeping is determined based on whether or not the vehicle speed is equal to or lower than a predetermined speed at which creeping is started. When the determination result is false (No), that is, when the vehicle speed is equal to or lower than the predetermined speed, the routine is returned from the execution of the clutch control for creep travel. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S5.

  In step S5, the ECU 22 determines whether or not the vehicle 1 is in an ABS (anti-lock brake system) inactive state. When the ABS is in operation, it can be estimated that the vehicle is traveling on a low μ road, and if the determination result is false (No), the clutch control executes the clutch control for ABS control, so that the routine To return. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S6.

  In step S6, the ECU 22 determines whether or not the engine speed is equal to or less than a preset clutch control start speed Acd_on. In the deceleration clutch control, the engine speed immediately before the idling start speed at which the idling operation is started is controlled as the target engine speed Tgt_ne, and the engine speed higher than the target engine speed Tgt_ne is set as the clutch control start speed Acd_on. Set. If the determination result is false (No), that is, if the engine speed is greater than the clutch control start speed Acd_on, it is not necessary to execute the deceleration clutch control yet, and the routine returns. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S7.

  In step S7, the ECU 22 performs connection / disconnection control of the clutch 6 so that the engine speed maintains the above-described target engine speed Tgt_ne. This is because the clutch 6 is disengaged when the engine speed becomes larger than the target engine speed Tgt_ne, and the clutch 6 is connected when the engine speed becomes smaller than the target engine speed Tgt_ne. This is done by adjusting the clutch stroke within a range that does not affect the deceleration of the vehicle. Specifically, the ECU 22 performs PID control on the current value for the solenoid valve of the clutch 6 so that the engine speed detected by the engine speed sensor 24 converges to the target engine speed Tgt_ne.

The ECU 22 continues to execute the clutch control during deceleration in step S7 while all the determination results in steps S1 to S6 are true (Yes). When any determination result becomes false (No), the ECU 22 End clutch control.
Next, referring to FIG. 3, there is shown a time chart showing in time series various operating states when the deceleration clutch control by the ECU 22 is executed. Hereinafter, the operation and effect of the clutch control during deceleration according to the present embodiment will be described with reference to FIG.

FIG. 3 shows a state in which the vehicle 1 is decelerated by shifting down from the sixth speed to the fifth speed, the fourth speed, and the third speed, as is apparent from the change in the gear position.
As the vehicle 1 decelerates, the clutch 6 is temporarily moved to a standby position (standby) from time t1 to time t2 in FIG. The standby position of the clutch 6 is a position immediately before the clutch 6 transmits power between the engine 2 and the motor 4. Further, simultaneously with the disconnection of the clutch 6, the fuel cut to the engine 2 is performed.

  As the clutch 6 is disengaged, the engine 2 is disconnected from the drive wheel and the fuel is cut, so that the rotational speed of the engine 2 rapidly decreases. At time t3, the engine speed becomes equal to or less than the clutch control start speed Acd_on. At this time, all of steps S1 to S6 in FIG. 2 are true (Yes), and the clutch control during deceleration in step S7 is started.

  During execution of the clutch control during deceleration after time t3, the clutch stroke moves to the connection side when the engine speed becomes smaller than the target engine speed Tgt_ne, and the clutch stroke becomes larger when the engine speed becomes larger than the target engine speed Tgt_ne. Move to the cutting side. By adjusting the clutch stroke so as to maintain the target engine speed Tgt_ne in this way, the engine speed is maintained around the target engine speed Tgt_ne greater than the idling speed Idl_ne, and the fuel cut state is continued. The Note that the engine speed temporarily falls below the idling start speed Idl_st, so that even if fuel injection is temporarily executed as idling control, the engine does not shift to idling operation, and the conditions of steps S1 to S6 above As long as the above condition is satisfied, priority is given to the clutch control during deceleration, and the clutch control during deceleration continues.

  When the gear position is shifted down to the third speed at time t4 in FIG. 3, the determination result of step S3 in FIG. 2 becomes false (No), so the clutch control at deceleration started from time t3 is t4. End at the moment. Therefore, after the time t4, the clutch 6 is moved to the standby position, the engine speed is also lowered, and the operation shifts to the idling operation.

  In this way, the ECU 22 transmits the driving force from the motor 4 side to the engine 2 by a clutch operation during vehicle deceleration, and maintains the engine speed higher than the idling start speed Idl_st, thereby shifting to the idling operation. While avoiding, the engine accessory 2a connected to the engine can be driven. In addition, as shown by the one-dot chain line in FIG. 3, when the clutch control at the time of deceleration is not executed, the fuel cut is started and the engine shifts to an idling operation in a short period, whereas when the clutch control at the time of deceleration is executed. Regenerative operation can be performed while keeping the fuel cut period long.

Since the clutch connection / disconnection control by the ECU 22 is performed within a range that does not affect the deceleration of the vehicle 1, the deceleration of the vehicle 1 is not changed, and the driver does not feel uncomfortable.
In addition, the ECU 22 determines that the clutch rotational speed is equal to or higher than the predetermined clutch rotational speed that does not cause engine stall (step S2 in FIG. 2), and the transmission 8 has a speed greater than the predetermined speed (FIG. 2). By performing the deceleration clutch control only in step S3), it is possible to prevent auxiliaries from being stopped and fuel consumption from being deteriorated due to engine stall.

From these things, the control apparatus of the hybrid electric vehicle which concerns on this embodiment can reduce the fuel consumption of the engine 2, ensuring the regeneration amount by the motor 4 at the time of vehicle deceleration.
Although the description of the embodiment of the control apparatus for a hybrid electric vehicle according to the present invention is finished above, the embodiment is not limited to the above embodiment.

For example, in the above embodiment, the vehicle 1 is a truck, but the present invention can also be applied to a passenger car. In the above-described embodiment, the transmission is a six-speed automatic mechanical transmission, but may be a transmission of another speed and type.
In the above embodiment, a solenoid valve is used for connection and disconnection as the clutch 6. However, the clutch is not limited as long as the clutch stroke can be adjusted. For example, the clutch stroke can be achieved via a hydraulic cylinder operated by an electric motor. The clutch may be adjustable.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 2a Engine auxiliary machine 4 Motor (electric motor)
6 Clutch 8 Transmission 18 Battery 22 ECU (Idling control means, regeneration control means during deceleration, clutch control means during deceleration)
24 engine speed sensor (engine speed detection means)
26 Clutch rotation speed sensor (clutch rotation speed detection means)
Acd_on Clutch control start speed Tgt_ne Target engine speed Idl_st Idling start speed Idl_ne Idling speed S1 Deceleration of vehicle with clutch disengaged?
S2 Clutch rotation speed> predetermined clutch rotation?
S3 shift speed> predetermined shift speed?
S4 Isn't creep driving?
S5 Is ABS not working?
S6 Engine speed ≤ clutch control start speed?
S7 Deceleration clutch control to maintain target engine speed

Claims (3)

A control device for a hybrid electric vehicle having an engine and an electric motor as drive sources,
A clutch provided between the engine and the electric motor for connecting and disconnecting the driving force of the engine transmitted from the engine to the driving wheels via the electric motor;
Engine speed detecting means for detecting the engine speed;
An idling control means for controlling the engine to perform an idling operation with fuel supply to the engine when the engine speed detected by the engine speed detecting means is equal to or lower than a predetermined idling start speed;
When decelerating the vehicle, the fuel supply to the engine is stopped, and the regeneration control means at the time of deceleration for driving the motor to regenerate,
A deceleration clutch control means for controlling connection / disconnection of the clutch within a range not affecting the deceleration of the vehicle so as to maintain an engine speed higher than the idling start speed at the time of deceleration of the vehicle;
A control apparatus for a hybrid electric vehicle, comprising: A clutch rotational speed detection means for detecting the rotational speed of the clutch on the electric motor side;
The deceleration clutch control means performs connection / disconnection control of the clutch when the clutch rotational speed detected by the clutch rotational speed detection means is equal to or higher than a predetermined clutch rotational speed that does not cause engine stall. The control apparatus for a hybrid electric vehicle according to claim 1. A transmission is provided between the electric motor and the drive wheel,
3. The hybrid electric vehicle according to claim 1, wherein the deceleration clutch control means performs connection / disconnection control of the clutch when a shift speed of the transmission is greater than a predetermined shift speed. Control device.

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