Abstract:
PROBLEM TO BE SOLVED: To improve the accuracy in correcting the transmission torque of a clutch when the clutch is slipping.SOLUTION: Correction of AT transmission torque Tat deviating from an instruction value by using a difference ΔTat between an estimation value of the AT transmission torque Tat and the instruction value thereof makes it possible to improve accuracy in correcting the AT transmission torque Tat in an inertia phase of speed change transition of a transmission 20. That is, the difference between the instruction value of the AT transmission torque Tat and the estimation value thereof is directly corrected, and therefore it is possible to correct the AT transmission torque Tat as required. Here, using of differences ΔTat at plural temporal points in the inertia phase instead of one point therein enables correction even if there is a variation trend of the difference ΔTat throughout an inertia phase. That is, for magnification of the difference ΔTat, and variations thereof in any temporal point throughout the inertia phase, it is possible to acquire plural times of learning opportunities with only one execution of speed change. This enables improvement in accuracy of a learning value ΔTgk and in converging performance.
Abstract:
PROBLEM TO BE SOLVED: To improve the accuracy in correcting the transmission torque of a clutch when the clutch is slipping.SOLUTION: Correction of AT transmission torque Tat deviating from an instruction value by using a difference ΔTat between an estimation value of the AT transmission torque Tat and the instruction value thereof makes it possible to improve accuracy in correcting the AT transmission torque Tat when a transmission 20 is engaged in changing speeds. That is, the difference between the instruction value of the AT transmission torque Tat and the estimation value thereof is directly corrected, and therefore it is possible to correct the AT transmission torque Tat as required. Here, using of a delay-considered instruction value for the instruction value of the AT transmission torque Tat makes it possible to reduce a temporal error between the instruction value and estimation value at the time of calculating the difference ΔTat, enabling a further accuracy in correcting the AT transmission torque Tat. This enables improvement of a life of components (e.g., a friction member of a clutch C) and suppression of deterioration in drivability.
Abstract:
PROBLEM TO BE SOLVED: To realize highly accurate sprung vibration damping control.SOLUTION: A sprung vibration damping control device of a vehicle restrains sprung vibration generated in a vehicle body of the vehicle provided with first and second motor-generators 31 and 32 as a driving source, and comprises sprung vibration damping control amount arithmetic operation means 5 for setting a sprung vibration damping control amount for restraining the sprung vibration and motor-generator control means 6 for executing sprung vibration damping control by controlling a motor-generator control amount of the second motor-generator 32 so as to realize its sprung vibration damping control amount, and limits the sprung vibration damping control by the second motor-generator 32 by prohibiting the sprung vibration damping control or reducing the sprung vibration damping control amount by the second motor-generator 32, when the motor generator control amount is a value in the same as a voltage boosting switching determining threshold value of system voltage of an inverter 42 or near to this.
Abstract:
PROBLEM TO BE SOLVED: To control overspeed of a rotary electric machine if an internal combustion engine stops during vehicle traveling.SOLUTION: A hybrid vehicle 100 mounted with an engine 2 and a motor generator MG1 includes a three shaft-type motive power division device 4 and a transmission 5. The three shaft-type motive power division device 4 is mechanically connected to an output shaft of the engine 2, a rotational shaft of the motor generator MG1 and a drive shaft. The transmission 5 is provided between the drive shaft and driving wheels 6. A controller 50 of the hybrid vehicle 100 comprises a detection unit and a transmission control unit. The detection unit detects a rotational frequency of the drive shaft. If the engine 2 stops during vehicle traveling and the rotational frequency detected by the detection unit is higher than a specified value, the transmission control unit controls the transmission 5 so as to reduce the rotational frequency.
Abstract:
PROBLEM TO BE SOLVED: To provide a cruisible distance display device for causing a driver to pay necessary attentions.SOLUTION: A cruisible distance Ltmp is calculated (at S120 and S130) by using a vehicular electric cost Ev and the storage ratios SOC1 and SOC2 of a battery. When a subtraction value ΔL is at or larger than a value 0, a rate value Rt is calculated (at S160) by multiplying the subtraction value ΔL by a coefficient kr1. If the subtraction value ΔL is less than a value 0, a rate value Rt is calculated (at S170) by multiplying the subtraction value ΔL by a coefficient kr2 larger than the coefficient kr1. A cruisible distance L is calculated (S180) by adding the calculated rate value Rt to the previous cruisible distance (the previous value L). The cruisible distance L calculated is displayed (at S190) on the display 70.
Abstract:
PROBLEM TO BE SOLVED: To provide a cruisible distance display device allowing a driver to easily make a travel plan.SOLUTION: A cruisible distance L0 according to a vehicular electric cost Ev (or the latest arithmetic value) and a storage ratio SOC of a battery, a cruisible distance L1 according to the worst vehicular electric cost Ev1 and the storage ratio SOC of the battery, and a cruisible distance L2 according to the best vehicular electric cost Ev2 and the storage ratio SOC of the battery are calculated (at S160 to S190), and these cruisible distances L0, L1 and L2 are displayed in a display unit 70 (at S200). As a result, the driver can be informed of not only the cruisible distance L0 at the present using state of the vehicle but also the minimum cruisible distance L1 and the maximum cruisible distance L2 considering the used state of the vehicle till the present time. As a result, the driver can easily make a running plan.
Abstract:
PROBLEM TO BE SOLVED: To suppress deterioration of drivability due to abrupt fluctuations in a traveling driving force, in an electric vehicle that generates the traveling driving force by a motor using an electric power outputted from an energy storage device.SOLUTION: An electric vehicle 100 includes an energy storage device B, a motor generator 50, and a control device 60. The motor generator 50 generates a traveling driving force using an electric power outputted from the energy storage device B. Based on a load state of the energy storage device B, the control device 60 controls an outputtable power Wout indicating an electric power capable of being output from the energy storage device B. During a return from a state where the outputtable power Wout is restricted, the control device 60 reduces a rising rate of the electric power outputted from the energy storage device B according to a situation where the outputtable power Wout is likely to be restricted.
Abstract:
PROBLEM TO BE SOLVED: To provide a vehicle speed control device for controlling a vehicle into a sufficient low-speed state when a battery runs out.SOLUTION: A vehicle speed control device 1 includes: a battery B; a motor M for driving wheels 23 of the vehicle 10 to rotate; an inverter 21 that is connected to the battery B via electrical paths 101, 102, converts direct-current power from the battery B into alternating-current power, and supplies the alternating-current power to the motor M; and relays SMR1, SMR2 that are provided on the electric circuits. The vehicle speed control device 1, which makes a first determination to determine whether the battery B is in a battery-running-out state or not and turns the relays SMR1, SMR2 off if the battery B is determined to be in the battery-running-out state as a result of the first determination, makes a second determination to determine whether the battery B is about to run out or not and controls the motor M such that the speed V of the vehicle 10 reaches a vehicle speed V2 or lower at which the SMRs can be turned off if the battery B is determined to be about to run out as a result of the second determination.
Abstract:
PROBLEM TO BE SOLVED: To accurately calculate electricity cost for estimating a travelable distance by an electric motor.SOLUTION: An electricity cost calculation device is applied to a hybrid vehicle 10 capable of traveling by an EV mode traveling by using mainly a second power generation motor MG2, and traveling by an HV mode traveling by using both of the second power generation motor MG2 and an internal combustion engine 20. A remaining capacity of an electric storage apparatus (battery 64) that supplies power to the second power generation motor MG2 is estimated, an integrated value of a traveling distance of the hybrid vehicle in a specific driving state of driving in the EV mode and not driving the internal combustion engine, and a consumption amount of the remaining capacity in the specific driving state are obtained, and the electricity cost is calculated based on the integrated value of the obtained traveling distance and the obtained consumption amount of the remaining capacity.
Abstract:
PROBLEM TO BE SOLVED: To prevent battery voltage from easily reaching below an acceptable lower limit voltage for control.SOLUTION: When warming of purifying catalyst is demanded and the driving power Pdrv* is larger than output limit for control Wout* of high voltage battery, difference power (Pdrv*-Wout*) derived by subtracting the output limit for control Wout* from the driving power Pdrv* is output from an engine, and the engine and a motor are controlled so that a vehicle is driven by the driving power Pdrv*. In case the inter-terminal voltage Vb of the high voltage battery is not higher than a threshold voltage Vbref which is higher than an acceptable lower limit voltage Vbmin (S320), a control current limit Ibmax* and the output limit for control Wout* are made smaller than these before the inter-terminal voltage Vb of high voltage battery is not higher than the threshold voltage Vbref (S360, S370).