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WO2012057130A1 - Dispositif de commande et procédé de commande pour un véhicule - Google Patents

Dispositif de commande et procédé de commande pour un véhicule Download PDF

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Publication number
WO2012057130A1
WO2012057130A1 PCT/JP2011/074541 JP2011074541W WO2012057130A1 WO 2012057130 A1 WO2012057130 A1 WO 2012057130A1 JP 2011074541 W JP2011074541 W JP 2011074541W WO 2012057130 A1 WO2012057130 A1 WO 2012057130A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle speed
vehicle
oil pump
engine
clutch
Prior art date
Application number
PCT/JP2011/074541
Other languages
English (en)
Japanese (ja)
Inventor
武男 相澤
金子　格三
裕貴 小山
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2012057130A1 publication Critical patent/WO2012057130A1/fr

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    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • 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 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 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
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • 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
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefor
    • 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
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefor
    • F16H61/0031—Supply of control fluid; Pumps therefor using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures
    • 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
    • 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 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 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
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    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/443—Torque
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    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
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    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
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    • 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 and a control method for controlling a hybrid vehicle including a main oil pump and a sub oil pump that supply hydraulic pressure to a clutch interposed between an engine and a drive wheel.
  • the transmission-side friction element is released until the number of rotations of the main oil pump exceeds a predetermined value, so that the driver is given a feeling that the engine is not accelerated smoothly when starting while starting the engine. There is a problem that there are cases.
  • the problem to be solved by the present invention is to provide a vehicle control device and control method capable of reducing the uncomfortable feeling given to the driver.
  • the sub oil pump when the sub oil pump is out of order, when the vehicle speed is between a predetermined threshold and the maximum vehicle speed in the first travel mode, the first travel mode is permitted, and the vehicle speed is less than or equal to the predetermined threshold.
  • the above problem is solved by starting the internal combustion engine.
  • the hydraulic pressure of the main oil pump can be maintained even if the vehicle speed decreases. It is possible to reduce the uncomfortable feeling given to the driver when the vehicle starts.
  • the first travel mode is permitted, so that the fuel consumption is improved. Can be achieved.
  • FIG. 1 is a block diagram showing the overall configuration of a hybrid vehicle in an embodiment of the present invention.
  • FIG. 2 is a diagram showing a powertrain of a hybrid vehicle according to another embodiment of the present invention.
  • FIG. 3 is a diagram showing a powertrain of a hybrid vehicle according to still another embodiment of the present invention.
  • FIG. 4 is a skeleton diagram showing the configuration of the automatic transmission according to the embodiment of the present invention.
  • FIG. 5 is a diagram showing a shift map of the automatic transmission shown in FIG.
  • FIG. 6 is a control block diagram of the integrated control unit in the embodiment of the present invention.
  • FIG. 7 is a diagram showing an example of the target driving force map in the embodiment of the present invention.
  • FIG. 8 is a diagram showing an example of the mode map in the embodiment of the present invention.
  • FIG. 9 is a diagram illustrating an example of a target charge / discharge amount map according to the embodiment of the present invention.
  • FIG. 10 is a flowchart showing engine start control in the embodiment of the present invention.
  • FIG. 11 is a time chart showing an example of a flow of engine start control in the embodiment of the present invention.
  • FIG. 12 is a flowchart showing engine start control in another embodiment of the present invention.
  • FIG. 13 is a time chart showing an example of the flow of engine start control in another embodiment of the present invention.
  • the hybrid vehicle 1 is a parallel electric vehicle that uses a plurality of power sources for driving the vehicle.
  • the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, and an inverter 35.
  • engine internal combustion engine
  • motor generator electric motor / generator
  • battery 30 a battery that stores power
  • inverter 35 an inverter 35
  • An automatic transmission 40 a propeller shaft 51, a differential gear unit 52, a drive shaft 53, and left and right drive wheels 54.
  • the engine 10 is an internal combustion engine that operates using gasoline or light oil as a fuel. Based on a control signal from the engine control unit 70, the valve opening of the throttle valve, the fuel injection amount of the injector, the ignition timing of the spark plug, and the like are controlled. Is done.
  • the engine 10 is provided with an engine rotation sensor 11 for detecting the rotation speed of the engine 10.
  • the first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects power transmission between the engine 10 and the motor generator 20.
  • a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified.
  • the first clutch 15 engages / disengages the clutch plate (including a slip state) by controlling the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated controller unit 60.
  • the motor generator 20 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 generator 20 is provided with a motor rotation speed sensor 21 for detecting the rotation speed of the motor generator 20.
  • the motor generator 20 functions not only as an electric motor but also as a generator.
  • motor generator 20 When the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration).
  • the AC power generated by the motor generator 20 is converted into a DC current by the inverter 35 and then charged to the battery 30.
  • the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery.
  • a current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80.
  • the second clutch 25 is interposed between the motor generator 20 and the left and right drive wheels 54, and connects and disconnects power transmission between the motor generator 20 and the left and right drive wheels 54.
  • a wet multi-plate clutch can be exemplified as in the first clutch 15 described above.
  • the second clutch 25 causes the clutch plate to be engaged (including a slip state) / released by controlling the hydraulic pressure of the hydraulic unit 26 based on a control signal from the transmission control unit 90.
  • the automatic transmission 40 is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, and the like.
  • the automatic transmission 40 changes the gear ratio based on a control signal from the transmission control 90.
  • the second clutch 25 does not need to be newly added as a dedicated clutch, and includes a plurality of frictional engagement elements that are engaged at each shift stage of the automatic transmission 40. Several frictional engagement elements can be used.
  • the present invention is not limited to such a configuration.
  • the second clutch 25 may be interposed between the output shaft of the motor generator 20 and the input shaft of the automatic transmission 40.
  • the second clutch 25 may be interposed between the output shaft of the automatic transmission 40 and the propeller shaft 51.
  • FIGS. 2 and 3 are diagrams showing the configuration of the hybrid vehicle according to another embodiment. Since the configuration other than the power train is the same as that of FIG. 1, only the power train is shown. 1 to 3 exemplify a rear-wheel drive hybrid vehicle, it is of course possible to use a front-wheel drive hybrid vehicle or a four-wheel drive hybrid vehicle.
  • FIG. 4 is a skeleton diagram showing the configuration of the automatic transmission 40.
  • the automatic transmission 40 includes a first planetary gear set GS1 (first planetary gear G1, second planetary gear G2) and a second planetary gear set GS2 (third planetary gear G3, fourth planetary gear G4). Yes.
  • the first planetary gear set GS1 (first planetary gear G1, second planetary gear G2) and the second planetary gear set GS2 (third planetary gear G3, fourth planetary gear G4) are shafts from the input shaft Input side. They are arranged in this order toward the direction output shaft Output.
  • the automatic transmission 40 includes a plurality of clutches C1, C2, C3, a plurality of brakes B1, B2, B3, B4 and a plurality of one-way clutches F1, F2 as friction engagement elements.
  • the first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 meshing with both the gears S1 and R1. is there.
  • the second planetary gear G2 is a single pinion planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 supporting the second pinion P2 meshing with both the gears S2 and R2. is there.
  • the third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 supporting the third pinion P3 meshing with both the gears S3 and R3. It is a gear.
  • the fourth planetary gear G4 is a single pinion planet having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports the fourth pinion P4 meshing with both the gears S4 and R4. It is a gear.
  • the input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine 10.
  • the output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the drive wheels 54 via a final gear or the like not shown.
  • the first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4.
  • the second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4.
  • the third connecting member M3 is a member that integrally connects the first sun gear S1 and the second sun gear S2.
  • the first planetary gear set GS1 is formed by connecting the first planetary gear G1 and the second planetary gear G2 with a first connecting member M1 and a third connecting member M3, and is composed of four rotating elements.
  • the second planetary gear set GS2 is formed by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2, and is composed of five rotating elements.
  • the first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2.
  • the torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2.
  • the second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connection member M2, and a torque input path that is input from the first connection member M1 to the fourth ring gear R4.
  • the torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.
  • the input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2.
  • the direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.
  • the H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.
  • a second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4.
  • the front brake B1 is a brake that selectively stops the rotation of the first carrier PC1.
  • the first one-way clutch F1 is disposed in parallel with the front brake B1.
  • the low brake B2 is a brake that selectively stops the rotation of the third sun gear S3.
  • the 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2).
  • the reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.
  • FIG. 5 is a diagram showing a fastening operation table for the seventh forward speed and the first reverse speed in the automatic transmission 40.
  • “ ⁇ ” in FIG. 5 indicates a state in which the corresponding clutch or brake is engaged, and a blank in FIG. 5 indicates a state in which these are released. Further, “( ⁇ )” in FIG. 5 indicates that the fastening is performed only when the engine brake is operated.
  • the frictional engagement element in the automatic transmission 40 is used as the second clutch 25, and the frictional engagement element surrounded by the thick line in FIG.
  • the clutch 25 can be used.
  • the low brake B2 is used as the second clutch 25 from the first speed to the third speed
  • the H & LR clutch C3 is used as the second clutch 25 from the fourth speed to the seventh speed.
  • the stepped transmission with 7 forward speeds and 1 reverse speed is not particularly limited, and for example, as described in Japanese Patent Application Laid-Open No. 2007-314097, a stepped transmission with 5 forward speeds and 1 reverse speed. May be used as the automatic transmission 40.
  • the output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53.
  • reference numeral 55 denotes left and right steering front wheels.
  • a main oil pump 41 for supplying hydraulic pressure to the automatic transmission 40 and the first clutch 16 is provided.
  • the main oil pump 41 includes an internal gear pump, an external gear pump, a vane pump, or the like that generates discharge pressure using at least one of the engine 10 or the motor generator as a power source.
  • the main oil pump 41 is configured to generate hydraulic pressure in response to the rotation of the input shaft of the automatic transmission 40.
  • the main oil pump 41 can be driven by the engine 10 with the first clutch 15 engaged. It is also possible to drive the motor 15 by releasing the clutch 15.
  • the oil discharged from the main oil pump 41 is supplied to the hydraulic unit 16 of the first clutch 15 and the hydraulic circuit of the automatic transmission 40 including the hydraulic unit 26 of the second clutch 25, respectively.
  • the automatic transmission 40 is provided with a sub oil pump 42 for starting the vehicle by operating the automatic transmission 40 when the main oil pump 41 is not operating.
  • the sub oil pump 42 is driven by a pump-dedicated motor other than the motor generator 20, and is hydraulically supplied to the hydraulic unit 16 of the first clutch 15 and the hydraulic circuit of the automatic transmission 40 including the hydraulic unit 26 of the second clutch 25. Supply each.
  • the hybrid vehicle 1 in this embodiment can be switched to three travel modes according to the engaged / released state of the first and second clutches 15 and 25.
  • the first travel mode is referred to as a motor use travel mode (hereinafter referred to as “EV travel mode”) in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. ).
  • EV travel mode motor use travel mode
  • the second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which both the first clutch 15 and the second clutch 25 are engaged to travel while including the engine 10 as a power source in addition to the motor generator 20. .)
  • HEV travel mode engine use travel mode
  • the third travel mode is a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source (hereinafter referred to as “WSC travel mode”).
  • WSC travel mode is a mode in which creep travel is achieved particularly when the SOC (charge amount: State of Charge) of the battery 30 is lowered or when the temperature of the cooling water of the engine 10 is low.
  • the released first clutch 15 is engaged, and the engine 10 is started using the torque of the motor generator 20.
  • the “HEV travel mode” includes three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
  • the drive wheels 54 are moved using only the engine 10 as a power source.
  • the drive wheels 54 are moved using two of the engine 10 and the motor generator 20 as power sources.
  • the motor generator 20 is caused to function as a generator at the same time as the drive wheels 54 are moved using the engine 10 as a power source.
  • a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.
  • the control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control unit 70, a motor control unit 80, and a transmission control unit 90, as shown in FIG. These control units 60, 70, 80, 90 are connected to each other via, for example, CAN communication.
  • the engine control unit 70 inputs sensor information such as the engine speed sensor 11 and controls the engine operating point (engine speed Ne, engine torque Te) in accordance with the target engine torque command tTe from the integrated control unit 60 and the like.
  • the command is output to a throttle valve actuator, an injector, a spark plug, etc. provided in the engine 10.
  • Information such as the engine speed Ne is sent from the engine control unit 70 to the integrated control unit 60 via the CAN communication line.
  • the motor control unit 80 inputs sensor information from the motor rotation speed sensor 21 and the like, and in accordance with a target motor generator torque command tTm and the like from the integrated control unit 60, the operating point of the motor generator 20 (motor rotation speed Nm, motor A command for controlling the torque Tm) is output to the inverter 35.
  • the sensor information such as the motor rotation speed Nm is sent from the motor control unit 80 to the integrated control unit 60 via CAN communication.
  • the motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31.
  • the battery SOC information is used as control information for the motor generator 20 and is sent from the motor control unit 80 to the integrated control unit 60 via CAN communication.
  • the transmission control unit 90 inputs sensor information such as the accelerator opening sensor 91 and the vehicle speed sensor 92, and the target second clutch transmission torque capacity tTc2 and the target shift from the integrated control unit 60 in accordance with the shift schedule shown in the shift map.
  • the solenoid valve in the hydraulic circuit of the automatic transmission 40 including the hydraulic unit 26 of the second clutch 25 is driven and controlled so as to achieve the stage.
  • the shift map used at this time is one in which a target gear position is set in advance based on the vehicle speed VSP and the accelerator opening APO.
  • Sensor information such as the accelerator opening APO and the vehicle speed VSP is sent from the transmission control unit 90 to the integrated control unit 60 via CAN communication.
  • the integrated control unit 60 efficiently controls the hybrid vehicle 1 by controlling the operating point of the power train including the engine 10, the motor generator 20, the automatic transmission 40, the first clutch 15, and the second clutch 25 in an integrated manner. It bears the function to make it run.
  • the integrated control unit 60 calculates the operating point of the powertrain based on information from each sensor acquired through CAN communication, and controls the operation of the engine 10 according to a control command to the engine control unit 70, and the motor control unit.
  • the release control and the engagement / release control of the second clutch 25 by the control command to the hydraulic unit 26 of the second clutch 25 are executed.
  • FIG. 6 is a control block diagram of the integrated control unit 60. Note that the control described below is executed, for example, every 10 msec.
  • the integrated control unit 60 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.
  • the target driving force calculation unit 100 uses a predetermined target driving force map, based on the accelerator opening APO detected by the accelerator opening sensor 91 and the vehicle speed VSP detected by the vehicle speed sensor 92.
  • the driving force tFo0 is calculated.
  • FIG. 7 shows an example of the target driving force map.
  • the mode selection unit 200 refers to a predetermined mode map and selects a target mode.
  • FIG. 8 shows an example of the mode map.
  • EV travel mode, WSC travel mode, and HEV travel mode regions are set in accordance with the vehicle speed VSP and the accelerator opening APO.
  • the switching line from the EV traveling mode or the HEV traveling mode to the WSC traveling mode is based on the idling speed of the engine 10 when the automatic transmission 40 is at the first speed in the region below the predetermined opening APO1. Is set in a region lower than the lower limit vehicle speed VSP1 at which the rotational speed is small. Further, since a large driving force is required in the region of the predetermined opening APO1 or more, the WSC travel mode is set up to the vehicle speed VSP1 'region higher than the lower limit vehicle speed VSP1.
  • Target charge / discharge calculation unit 300 calculates target charge / discharge power tP from the SOC of battery 30 using a predetermined target charge / discharge amount map.
  • FIG. 9 shows an example of a target charge / discharge amount map.
  • the operating point command unit 400 uses the accelerator opening APO, the target driving force tFo0, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target target for achieving the power train operating point tTe.
  • the target motor generator torque tTm, the target first clutch transmission torque capacity tTc1, the target second clutch transmission torque capacity tTc2, and the target gear position of the automatic transmission 40 are calculated.
  • the target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm is sent from the integrated control unit 60 to the motor control unit 80.
  • the target second clutch transmission torque capacity tTc2 and the target shift speed are sent from the integrated control unit 60 to the transmission control unit 90.
  • the integrated control unit 60 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 to the hydraulic unit 16.
  • the operating point command unit 400 includes a failure determination unit 410 and a start control unit 420.
  • the failure determination unit 410 determines whether or not a failure has occurred in the sub oil pump 42.
  • the start control unit 420 starts the engine 10. (See FIG. 8).
  • the predetermined threshold value VSPop is a minimum hydraulic pressure required to drive the automatic transmission 40 (more specifically, the second clutch 25 configured by using the frictional engagement element of the automatic transmission 40 is engaged. Therefore, it is set to a value equal to or higher than the vehicle speed capable of ensuring the necessary hydraulic pressure).
  • threshold value VSPop may be a fixed value
  • threshold value VSPop may be changed according to the deceleration of hybrid vehicle 1 by setting unit 430 (indicated by a dotted line in FIG. 6) of operating point command unit 400. .
  • the setting unit 430 sets the threshold value VSPop larger as the deceleration of the hybrid vehicle 1 is larger, and sets the threshold value VSPop smaller as the deceleration of the hybrid vehicle 1 is smaller.
  • this setting unit 430 is not necessary.
  • FIG. 10 is a flowchart showing the engine start control in this embodiment
  • FIG. 11 is a time chart showing an example of the flow of the engine start control in this embodiment.
  • step S10 of FIG. 10 the failure determination unit 410 determines whether or not a failure has occurred in the sub oil pump. If no failure has occurred in sub oil pump 42 (NO in step S10), this flow is terminated while maintaining the current control mode (step S60).
  • start control unit 420 compares actual vehicle speed VSP detected by vehicle speed sensor 92 with threshold value VSPop in step S40. To do.
  • step S50 start control unit 420 detects actual vehicle speed VSP detected by vehicle speed sensor 92 and the EV travel mode.
  • the maximum vehicle speed VSPevmax (see FIG. 8) is compared.
  • start control unit 420 permits switching from the HEV travel mode to the EV travel mode in step S70.
  • the hydraulic unit 16 is controlled to release the first clutch 15 that has been engaged, and the engine 10 is stopped.
  • step S50 when vehicle speed VSP is higher than maximum vehicle speed VSPevmax (VSP> VSPevmax, NO in step S50), this flow is maintained while maintaining the current control mode (in the example shown in FIG. 8, HEV travel mode). The process ends (step S60).
  • step S80 the start control means 420 is Then, control for starting the engine 10 is performed (see FIGS. 11A and 11C). Specifically, the start control unit 420 controls the hydraulic unit 16 so that the released first clutch 15 is engaged, and transmits the torque of the motor generator 20 to the engine 10 via the first clutch 15. After that, the engine 10 is started by opening the throttle and instructing the engine 10 to inject and ignite fuel to cause the engine 10 to perform an initial explosion. Note that when the vehicle speed VSP is equal to or lower than the threshold value VSPop and the engine 10 is operating at a rotational speed equal to or higher than the threshold value VSPop, the second clutch 25 is slipped or released.
  • the engine 10 is started when the vehicle speed VSP is equal to or lower than the predetermined threshold value VSPop while the sub oil pump 42 is malfunctioning.
  • the hydraulic pressure of the pump 41 can be maintained higher than the minimum hydraulic pressure of the automatic transmission 40 (see (a) and (b) of FIG. 11). For this reason, even when the hybrid vehicle 1 is started, the hydraulic pressure necessary for engaging and engaging the second clutch 25 configured using the frictional engagement element of the automatic transmission 40 is sufficiently ensured. The unpleasant feeling given can be reduced.
  • the fuel consumption can be improved.
  • FIG. 12 is a flowchart showing engine start control in another embodiment
  • FIG. 13 is a time chart showing an example of the flow of engine start control in another embodiment.
  • step S10 If it is determined in step S10 that the sub oil pump 42 has failed (YES in step S10), first, in step S20, the setting unit 430 detects the vehicle speed VSP detected by the vehicle speed sensor 92 and the time value. From these, the deceleration of the hybrid vehicle 1 is calculated. Note that the deceleration of the hybrid vehicle 1 may be detected using an acceleration sensor.
  • step S30 the setting unit 430 sets the vehicle speed VSPop according to the deceleration of the hybrid vehicle 1.
  • the setting unit 430 sets a higher threshold value VSPop as the deceleration increases as the threshold value VSPop.
  • the threshold VSPop is set lower as the deceleration is smaller.
  • step S40 the start control unit 420 compares the vehicle speed VSP detected by the vehicle speed sensor 92 with the threshold value VSPop set in step S30. Since the process after step S40 is the same as that of the above-mentioned FIG. 10, the description is abbreviate
  • the engine 10 is started when the sub oil pump 42 is out of order and the vehicle speed VSP is equal to or lower than the predetermined threshold value VSPop. Therefore, even if the vehicle speed decreases, the main oil pump 41 can be maintained (see (a) and (b) of FIG. 13). For this reason, even when the hybrid vehicle 1 is started, the hydraulic pressure necessary for engaging and engaging the second clutch 25 configured by using the frictional engagement element of the automatic transmission 40 is sufficiently secured. A sense of incongruity can be reduced.
  • the vehicle speed VSP is between the predetermined threshold value VSPop and the maximum vehicle speed VSPevmax in the EV traveling mode (VSPop ⁇ VSP ⁇ VSPevmax) in a state where the sub oil pump 42 is malfunctioning, EV Since the travel mode is permitted and the engine 10 is stopped, fuel consumption can be improved.
  • the threshold value VSPop by changing the threshold value VSPop according to the deceleration, it is possible to prevent the hydraulic pressure of the automatic transmission 40 from reaching the minimum hydraulic pressure when the deceleration is large. As shown in b), the occurrence of a shock associated with starting the engine after reaching the minimum hydraulic pressure is eliminated. On the other hand, when the deceleration is small, fuel consumption can be suppressed by continuing the state where the engine 10 is stopped as much as possible.
  • the second clutch 25 in the present embodiment corresponds to an example of a friction engagement element in the present invention
  • the failure determination unit 410 in the present embodiment corresponds to an example of a failure determination unit in the present invention
  • the start control in the present embodiment corresponds to an example of the start control unit in the present invention
  • the setting unit 430 in the present embodiment corresponds to an example of the setting unit in the present invention.
  • the EV travel mode in the present embodiment corresponds to an example of the first travel mode in the present invention
  • the HEV travel mode in the present embodiment corresponds to an example of the second travel mode in the present invention
  • the predetermined travel mode in the present embodiment The threshold value VSPop corresponds to an example of a predetermined threshold value in the present invention
  • the maximum vehicle speed VSPevmax in the EV traveling mode in the present embodiment corresponds to an example of the maximum vehicle speed in the first traveling mode in the present invention.

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Abstract

L'invention porte sur un dispositif de commande (60) pour un véhicule (1), ledit dispositif de commande étant équipé de : une unité de détermination de dysfonctionnement (410) qui détermine s'il y a ou non un dysfonctionnement dans une pompe à huile immergée (42) ; et une unité de commande de démarrage (420) qui, si ladite pompe immergée (42) est en dysfonctionnement, permet un mode d'entraînement EV si la vitesse (VSP) du véhicule se trouve entre un seuil prescrit (VSPop) et une vitesse maximum de véhicule (VSPevmax) pour le mode d'entraînement EV, et qui démarre un moteur (10) si la vitesse du véhicule (VSP) est inférieure ou égale audit seuil prescrit (VPSop).
PCT/JP2011/074541 2010-10-26 2011-10-25 Dispositif de commande et procédé de commande pour un véhicule WO2012057130A1 (fr)

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WO2014156931A1 (fr) * 2013-03-25 2014-10-02 ジヤトコ株式会社 Dispositif de détermination de défaillance pour véhicules hybrides et son procédé de détermination de défaillance

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JP2005207305A (ja) * 2004-01-22 2005-08-04 Toyota Motor Corp ハイブリッド車の制御装置
JP2009262659A (ja) * 2008-04-23 2009-11-12 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
JP2009262749A (ja) * 2008-04-24 2009-11-12 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
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WO2014156931A1 (fr) * 2013-03-25 2014-10-02 ジヤトコ株式会社 Dispositif de détermination de défaillance pour véhicules hybrides et son procédé de détermination de défaillance
KR20150105423A (ko) * 2013-03-25 2015-09-16 쟈트코 가부시키가이샤 하이브리드 차량의 고장 판정 장치 및 그 고장 판정 방법
CN105073538A (zh) * 2013-03-25 2015-11-18 加特可株式会社 混合动力车辆的故障判定装置及其故障判定方法
JP5945628B2 (ja) * 2013-03-25 2016-07-05 ジヤトコ株式会社 ハイブリッド車両の故障判定装置及びその故障判定方法
KR101665279B1 (ko) 2013-03-25 2016-10-11 쟈트코 가부시키가이샤 하이브리드 차량의 고장 판정 장치 및 그 고장 판정 방법
US10160460B2 (en) 2013-03-25 2018-12-25 Jatco Ltd Failure determining device of hybrid vehicle and failure determining method therefor

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