CN107709082B - 车辆的控制方法及车辆的控制装置 - Google Patents
车辆的控制方法及车辆的控制装置 Download PDFInfo
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- CN107709082B CN107709082B CN201580080963.XA CN201580080963A CN107709082B CN 107709082 B CN107709082 B CN 107709082B CN 201580080963 A CN201580080963 A CN 201580080963A CN 107709082 B CN107709082 B CN 107709082B
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Classifications
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
本发明提供一种车辆的控制方法及车辆的控制装置,在车辆停止中,在消除了无效间隙的状态下释放并维持摩擦离合器,在请求停止电动发电机的情况下,在电动发电机的电机转速比规定转速大时,将规定转速作为目标电机转速而使电机转速下降,在电机转速达到规定转速时,一边限制电动发电机的扭矩一边使电机转速下降至零。
Description
技术领域
本发明涉及车辆的控制方法及车辆的控制装置。
背景技术
在专利文献1中公开有如下的技术,在具有将电动发电机与驱动轮之间的扭矩传递联接、断开的摩擦离合器的车辆中,在车辆停止中将电动发电机的转速维持在一定转速。
专利文献1:(日本)特开2013-189136号公报
但是,在上述现有技术中,由于在车辆停止中也驱动电动发电机,故而具有燃耗率改善的余地。
发明内容
本发明的目的在于提供一种可改善电动发电机的燃耗率的车辆的控制方法及车辆的控制装置。
在本发明中,在车辆停止中,在消除了无效间隙的状态下释放并维持摩擦离合器,在请求停止电动发电机的情况下,在电动发电机的电机转速比规定转速大时,将规定转速作为目标电机转速而使电机转速下降,在电机转速达到规定转速时,一边限制电动发电机的扭矩一边使电机转速下降至零。
因此,在本发明中,能够改善电动发电机的燃耗率。
附图说明
图1是实施例1的FF混合动力车辆的动力传动系的构成图;
图2是表示由实施例1的HCM20进行的电动机停止处理的流程的流程图;
图3是在电动机停止处理时仅由转速控制停止电动发电机3的旋转的比较例的时间图;
图4是在电动机停止处理时仅由扭矩控制停止电动发电机3的旋转的比较例的时间图;
图5是表示实施例1的扭矩限制作用的时间图。
标记说明
3:电动发电机
5:第二离合器(摩擦离合器)
10:前轮(驱动轮)
11:主机械油泵(油泵)
16:副电动油泵(电动式油泵)
16a:电动机
20:混合动力控制模块(控制部)
具体实施方式
〔实施例1〕
[动力传动系]
图1是实施例1的FF混合动力车辆的动力传动系的构成图。
发动机1是将曲轴1a的旋转轴方向作为车宽方向而配置在前室的横置型发动机。启动电动机2与在曲轴1a设置的发动机起动用齿轮1b啮合。启动电动机2将未图示的12V蓄电池设为电源。在发动机1的动作中,启动电动机2作为发电机起作用,由此对12V蓄电池进行充电。另外,12V 蓄电池由从未图示的锂离子蓄电池经由DC/DC变换器(未图示)供给的电力被充电。
电动发电机3将其电动机输出轴3a的一方经由第一离合器4与发动机 1连结,且另一方经由第二离合器5与带式无级变速器(CVT)6连结。电动发电机3为三相交流的永久磁铁型同步电动机,将锂离子蓄电池作为电源。在电动发电机3的定子线圈连接有逆变器7。逆变器7在电动发电机3 的动力运转时,将来自锂离子蓄电池的直流电转换成三相交流电并向电动发电机3供给。另外,在电动发电机3的再生时,逆变器7将由电动发电机3发电的三相交流电转换成直流电而对锂离子蓄电池充电。
第一离合器4是根据供给的动作液压可连续地变更联接容量的常闭型的干式单板摩擦离合器。第一离合器4设置在电动发电机3的壳体中。第二离合器5沿用在行星齿轮构成的CVT6的前进后退切换机构设置的前进离合器5a和后退制动器5b。前进离合器5a及后退制动器5b是根据一同供给的动作液压可连续地变更联接容量的常开型的湿式单板摩擦离合器。在以下的说明中,除了个别说明的情况之外,将前进离合器5a及后退制动器 5b统称为第二离合器5。CVT6是通过根据向初级带轮6a及次级带轮6b的各缸室供给的动作液压改变带6c的卷绕半径,可得到无级的变速比的变速器。CVT6的输出轴6d经由主减速齿轮系8、差动齿轮(未图示)及左右的驱动轴经由传动轴9与作为驱动轮的左右前轮10连结。
主机械油泵(油泵)11将在油盘12中贮存的油吸起并加压,向油路 13a排出。主机械油泵11由电动机输出轴3a旋转驱动。排出到油路13a的油在通过瓣阀14a之后,作为动作液压,通过各比例电磁阀15a、15b、15c、 15d、15e被调压,然后分别向第一离合器4、第二离合器5的前进离合器 5a、第二离合器5的后退制动器5b、初级带轮6a及次级带轮6b供给。瓣阀14a为在规定压力以上时开阀的单向阀。
副电动油泵(电动式油泵)16将在油盘12中贮存的油吸起并加压,向油路13b排出。副电动油泵16通过将锂离子蓄电池作为电源的电动机16a 被旋转驱动。副电动油泵16根据成本及搭载性的关系,使用排出容量比主机械油泵11小的油泵。通过切换阀17将排出到油路13b的油向油路13c 或油路13d的一方供给。切换阀17在非通电时将油路13b和油路13c连通,在通电时将油路13b和油路13d连通。供给到油路13c的油在通过瓣阀14b 后,作为动作液压通过各比例电磁阀15a、15b、15c、15d、15e被调压,然后分别向第一离合器4、第二离合器5的前进离合器5a、第二离合器5的后退制动器5b、初级带轮6a及次级带轮6b供给。瓣阀14b为在规定压力以上时开阀的单向阀。供给到油路13d的油作为消除前进离合器5a的无效间隙的间隙去除(ガタ詰め)用的备用液压向前进离合器5a供给。切换阀 17在怠速停止开始条件成立时被通电。在后文中对第二离合器5(前进离合器5a)的间隙去除进行说明。
[行驶模式]
上述1电动机·2离合器的动力传动系具有“EV行驶模式”、“HEV行驶模式”及“WSC行驶模式”这三个行驶模式。
EV行驶模式使第一离合器4释放,使第二离合器5联接,仅将电动发电机3作为驱动源而行驶。另外,“联接”是指不允许输入输出间的旋转差的完全联接状态的意思。电动发电机3基于目标电动机扭矩进行扭矩控制,目标电动机扭矩根据由加速器开度及车速等决定的请求驱动扭矩而设定。
HEV行驶模式使第一离合器4及第二离合器5联接,将发动机1包含在驱动源中进行行驶。目标发动机扭矩设为可得到发动机1的输出效率高的动作点的发动机扭矩。电动发电机3基于目标电动机扭矩进行扭矩控制,目标电动机扭矩设为请求驱动扭矩与目标发动机扭矩的差量。
WSC行驶模式将第一离合器4联接,使第二离合器5滑动而仅将电动发电机3作为驱动源行驶。另外,“滑动”是指允许输入输出间的旋转差的滑动联接状态。目标第二离合器联接容量根据请求驱动扭矩而设定。电动发电机3基于目标电机转速进行转速控制,目标电机转速设为发动机1的怠速转速。
行驶模式的选择基于加速器开度、车速及蓄电池SOC进行。在加速器开度为规定开度以下的情况下,选择EV行驶模式。在加速器开度超过规定开度的情况下,在低车速区域选择WSC行驶模式,在中高车速区域选择 HEV行驶模式。另外,即使在加速器开度为规定开度以下,蓄电池SOC也低的情况下,选择WSC行驶模式。
[动力传动系的控制系]
实施例1的FF混合动力车辆形成为用于控制动力传动系的构成具有混合动力控制模块(HCM)20、发动机控制模块(ECM)21、电动机控制器 (MC)22、CVT控制单元(CVTCU)23、锂离子蓄电池控制器(LBC)24 及制动器控制单元(BCU)25。上述构件经由CAN通信线连接。
HCM(控制部)20管理车辆整体的能耗,起到使车辆以最高效率行驶的功能。HCM20将由发动机转速传感器31检测到的发动机转速、由电机转速传感器32检测到的电机转速、由变速器输入转速传感器33检测到的变速器输入转速、由初级液压传感器34检测到的初级压、由次级液压传感器35检测到的次级压、由第二离合器液压传感器36检测到的前进离合器液压(第二离合器液压)、由油温传感器37检测到的油温、由加速器开度传感器38检测到的加速器开度、由制动踏板行程传感器39检测到的制动踏板行程、蓄电池SOC、由蓄电池温度传感器40检测到的蓄电池温度、及由车轮速度传感器41检测到的各车轮速度算出的车速直接输入或经由 CAN通信输入。HCM20基于各输入信息决定动力传动系的动作点并选择行驶模式,生成与行驶模式或锂离子蓄电池的状态相对应的各目标值(目标发动机扭矩、目标电动机扭矩或目标电机转速、目标第一离合器联接容量、目标第二离合器联接容量、目标变速比、目标减速度等)。
ECM21基于目标发动机扭矩等,将控制发动机动作点的指令向发动机 1的节流阀促动器输出。MC22基于目标电动机扭矩(或目标电机转速),将控制电动机动作点的指令向逆变器7输出。CVTCU23基于目标第一离合器联接容量及目标第二离合器联接容量,将控制第一离合器4及第二离合器5的各联接容量的指令向各比例电磁阀15a、15b、15c输出。另外,CVTCU23基于目标变速比,将控制初级带轮6a及次级带轮6b的带卷绕半径的指令向各比例电磁阀15d、15e输出。BCU25基于目标减速度,将控制在各车轮设置的盘式制动器产生的摩擦制动扭矩的指令向液压控制单元 (HU)26输出。另外,在电动发电机3再生时仅由再生制动扭矩不能实现目标减速度的情况下,BCU25将由摩擦制动扭矩补偿不足量的指令向HU26输出(再生协调控制)。HU26基于来自BCU25的指令将制动液向各盘式制动器的液压式制动钳供给。
[怠速停止控制]
在选择EV行驶模式时,在极低车速区域加速器开度为零的情况下, HCM20通过电动发电机3实施产生相当于爬行扭矩的扭矩的电动机怠速控制。在电动机怠速控制中,将目标电机转速设为规定的电动机怠速转速(例如,600rpm),将目标第二离合器联接容量设为相当于爬行扭矩的扭矩(例如,40Nm)。也可以为,车速越低,相当于爬行扭矩的扭矩越大。另外,在电动机怠速控制中,怠速停止允许条件成立的情况下,HCM20判断为请求停止电动发电机3,将目标第二离合器联接容量设为零,实施将电动发电机3停止的怠速停止控制。在怠速停止控制的实施中,怠速停止解除条件成立的情况下,HCM20将电动发电机3再起动。
怠速停止允许条件例如设为满足以下的全部四个条件的情况。
1.D挡选择中
2.车辆停止状态(车速为零)持续一定时间中
3.制动液压为规定压力以上
4.蓄电池SOC为规定量以上
另一方面,怠速停止解除条件例如全部满足以下的条件5~7,且满足条件8~10中的至少一个条件的情况。
5.D挡选择中
6.车辆停止状态
7.怠速停止中
8.加速器开度不为零
9.制动液压小于规定压力
10.蓄电池SOC小于规定量
[第二离合器的间隙去除]
由于在怠速停止中将电动发电机3停止,故而主机械油泵11不产生液压,停止向第二离合器5供给动作液压。若从第二离合器5排出动作液压,则在下次起步时,第二离合器5的联接响应延迟增大。第二离合器5通过利用活塞按压离合器片而产生联接容量。从减轻拖拽扭矩的观点来看,在活塞上设有复位弹簧,向第二离合器5供给的供给液压过于下降时,通过复位弹簧使活塞返回。由此,若活塞和离合器片分开,则即使再次开始液压供给,在活塞进行行程而直到与离合器片抵接为止的期间(直到消除无效间隙为止的期间),在第二离合器5不产生联接容量,故而直到起步为止的时间间隔增大。
因此,在怠速停止开始条件成立的情况下,HCM20对切换阀17通电,以规定的转速旋转驱动电动机16a,由此,进行第二离合器5的间隙去除,在间隙去除完成后,进行停止电动发电机3的电动机停止处理。由于在怠速停止中对第二离合器5进行了间隙去除,由此能够抑制下次起步时的第二离合器5的联接响应延迟,能够提高加速响应。
[电动机停止处理]
图2是表示由实施例1的HCM20进行的电动机停止处理的流程的流程图。
在步骤Sl,判定怠速停止开始条件是否成立。在“是”的情况下,进入步骤S2,在“否”的情况下,结束本控制。
在步骤S2,使副电动油泵16动作而进行第二离合器5的间隙去除。
在步骤S3,判定第二离合器5的间隙去除是否完成。在“是”的情况下,进入步骤S4,在“否”的情况下,返回步骤S2。在该步骤中,在电动机16a的转速达到规定转速时,判定为间隙去除完成。
在步骤S4,开始电动发电机3的转速控制。将目标电机转速设为规定转速。规定转速为能够确保第二离合器5的滑动状态的转速,例如设为 300rpm。在转速控制中,计算消除目标电机转速与实际电机转速的偏差的扭矩指令值,将与算出的扭矩指令值对应的指令电流赋予电动发电机3。
在步骤S5,判定电机转速是否为规定转速以下。在“是”的情况下,进入步骤S6,在“否”的情况下,返回步骤S4。
在步骤S6,将电机转速维持在规定转速。
在步骤S7,判定将电机转速维持在规定转速的状态是否持续了规定时间T。在“是”的情况下,进入步骤S8,在“否”的情况下,返回步骤S6。规定时间T为预测从开始维持电机转速起到实际的电动机扭矩(发生扭矩) 与电动机负荷扭矩平衡的状态的时间。电动机负荷扭矩为作为负荷作用于电动发电机3的电动机输出轴3a的旋转扭矩。规定时间T预先通过实验而求出。
在步骤S8,限制电动机扭矩,持续转速控制而使电机转速下降。目标电机转速维持规定转速(300rpm)。在该步骤,将转速控制的扭矩指令值和前次的扭矩指令值-规定值进行比较,作为最终的扭矩指令值,选择较小的值。
在步骤S9,判定电机转速是否为零。在“是”的情况下,进入步骤S10,在“否”的情况下,返回步骤S8。
在步骤S10。将扭矩指令值设为零,停止电动发电机3。
[比较例1]
由于怠速停止的目的是燃耗率的提高,故而在请求停止电动发电机之后,优选尽快向电动发电机3停止的怠速停止状态过渡。例如,通过使用转速控制,使电机转速提早减速。
图3作为实施例1的比较例,是在电动机停止处理时仅由转速控制停止电动发电机3的旋转时的时间图。
在时刻tl,第二离合器5的间隙去除完成,故而开始使电机转速下降至零的转速控制。若使电动发电机3以一定的旋转加速度减速,则电动机扭矩成为电动机负荷扭矩减去惯性扭矩量的恒定值的值。
在时刻t2,第二离合器5的输入输出间的旋转差为零。此时,虽然伴随着第二离合器5从在输入输出间具有旋转差的滑动状态向旋转差为零的锁止状态切换,车辆G(前后加速度)大幅变动。以下,对其理由进行说明。第二离合器5以联接容量成为零的方式进行间隙去除。但是,在第二离合器5的联接容量上具有由个体差异、经年变化或油温等引起的偏差。该偏差在正侧大的情况下,第二离合器5具有联接容量。另一方面,若第二离合器5从滑动状态向锁止状态变化时,决定第二离合器5的联接容量的滑接部件间的摩擦系数从动摩擦系数向静摩擦系数切换。通常,由于动摩擦系数<静摩擦系数,故而从滑动状态向锁止状态切换时,第二离合器5 的联接容量台阶状地增加。因此,在第二离合器5从滑动状态切换到锁止状态时,第二离合器5的旋转差的变化速度(电机转速的减少斜度)越大,向驱动轴9传递的扭矩阶差越大,表现为车辆的振动。
以上,在转速控制中,虽然能够控制电机转速减低的时间,但不能够控制电机转速为零时的扭矩阶差。
[比较例2]
图4作为实施例1的比较例,是在电动机停止处理时仅由扭矩控制停止电动发电机3的旋转的时间图。
在时刻tl,由于第二离合器5的间隙去除完成,故而开始扭矩控制。在扭矩控制下,暂时较大地降低电动机扭矩,之后逐渐增大而将电动机扭矩接近电动机负荷扭矩。由此,电机转速逐渐降低。
在时刻t2,第二离合器5的输入输出间的旋转差为零。此时,由于第二离合器5的旋转差的变化速度小,故而能够减小扭矩阶差,降低车辆的振动。
以上,在扭矩控制下,虽然能够控制电动机扭矩为零时的扭矩阶差,但不能够控制降低电机转速的时间。为了使电机转速逐渐降低,需要等待电动机扭矩与电动机负荷扭矩平衡,故而在收到电动发电机的停止请求后,直到停止的时间间隔增长。
[时间间隔的缩短和振动降低]
图5是表示实施例1的扭矩限制作用的时间图。
在时刻tl,由于第二离合器的间隙去除完成,故而开始使电机转速向规定转速(300rpm)降低的转速控制。若能够维持第二离合器5的滑动状态,则即使增大电机转速的减少斜率,也不产生扭矩阶差。因此,能够通过转速控制使电机转速提早下降到规定转速。
在时刻t2,由于第二离合器5的输入输出间的旋转差(电机转速)达到了规定转速,故而在规定时间T将电机转速维持一定。此时,由于惯性扭矩为零,电动机扭矩增加到电动机负荷扭矩,但由于第二离合器5为滑动状态,故而通过旋转差能够吸收扭矩变化。
在时刻t3,由于从时刻t2经过了规定时间T,故而开始扭矩限制。此时,由于目标电机转速维持在规定转速,故而目标电机转速总是为比实际电机转速高的值。即,由目标电机转速与实际电机转速的偏差求出的扭矩指令值为总是比上次的扭矩指令值-规定值高的值,故而作为最终的扭矩指令值而选择扭矩指令值-规定值。由此,使电动机扭矩上升到所希望的上限值后缓缓下降,并使电机转速稳定地下降。
在时刻t4,第二离合器5是输入输出间的旋转差变为零。此时,由于第二离合器5的旋转差的变化速度小,故而能够减小扭矩阶差,能够降低车辆的振动。另外,由于电动机扭矩与电动机负荷扭矩的差小,故而能够抑制仅伴随惯性扭矩的消失而使扭矩阶差变大的情况。
若电机转速变为零,则停止电动发电机3。
在实施例1中起到以下的效果。
(1)车辆具有:可进行电动发电机3与前轮10之间的联接、释放的切换的第二离合器5;向第二离合器5供给动作液压的主机械油泵11;由电动机16a驱动,向第二离合器5供给动作液压的副电动油泵16,在该车辆的控制方法中,在车辆停止中,在消除了无效间隙的状态下释放并维持第二离合器5,在请求停止电动发电机3的情况下,在电动发电机3的电机转速比规定转速(300rpm)大时,将规定转速作为目标电机转速而使电机转速下降,在电机转速达到规定转速时,一边限制电动发电机3的扭矩一边使电机转速下降至零。
因此,通过在车辆停止时停止电动发电机3,能够改善电动发电机3的燃耗率。另外,由于相对于由于电动发电机3的停止,主机械油泵11不产生液压,基于副电动油泵16进行第二离合器5的间隙去除,故而能够抑制下次起步时的第二离合器5的联接响应延迟。另外,在停止电动发电机3 时,第二离合器5的输入输出间的旋转差大的状态下,通过转速控制使电机转速快速降低,若第二离合器5的输入输出间的旋转差变小,则限制电动机扭矩,故而能够实现到电动发电机3停止为止的时间间隔的缩短和车辆振动的降低。
(2)在电机转速达到规定转速时,直到经过规定时间T为止都将电机转速维持在规定转速,之后开始电动发电机3的扭矩限制。
因此,在第二离合器5从滑动状态切换到锁止状态时,能够抑制扭矩阶差伴随惯性扭矩的消除而增大的情况,能够进一步降低车辆的振动。
(3)将限制电动发电机3的扭矩时的目标电机转速设为规定转速。
因此,不产生控制乱调等,使电机转速稳定地下降。
(4)具有:第二离合器5,其可进行电动发电机3与前轮10之间的联接、释放的切换;主机械油泵11,其向第二离合器5供给动作液压;副电动油泵16,其由电动机16a驱动,向第二离合器5供给动作液压;HCM20,其在车辆停止中,在消除了无效间隙的状态下释放并维持第二离合器5,在请求停止电动发电机3的情况下,在电动发电机3的电机转速比规定转速(300rpm)大时,将规定转速作为目标电机转速而使电机转速下降,在电机转速达到规定转速时,一边限制电动发电机3的扭矩一边使电机转速下降至零。
因此,通过在车辆停止时停止电动发电机3,能够改善电动发电机3的燃耗率。另外,相对于通过停止电动发电机3,主机械油泵11不产生液压的情况,基于副电动油泵16进行第二离合器5的间隙去除,故而能够抑制下次起步时的第二离合器5的联接响应延迟。另外,在将电动发电机3停止时,在第二离合器5的输入输出间的旋转差大的状态下,通过转速控制使电机转速尽早地降低,由于第二离合器5的输入输出间的旋转差变小时限制电动机扭矩,故而能够实现直到电动发电机3的停止的时间间隔的缩短和车辆振动的降低。
(其他实施例)
以上,基于实施例对用于实施本发明的方式进行了说明,但本发明的具体构成不限于实施例,不脱离发明主旨的范围的设计变更等也包含在本发明中。
例如,本发明也能够适用于仅将电动发电机作为驱动源的电动车辆。
Claims (3)
1.一种车辆的控制方法,该车辆具有:摩擦离合器,其可进行电动发电机与驱动轮之间的联接、释放的切换;油泵,其向所述摩擦离合器供给动作液压;电动式油泵,其由电动机驱动且向所述摩擦离合器供给动作液压,其特征在于,
在车辆停止中,在消除了无效间隙的状态下释放并维持所述摩擦离合器,
在请求停止所述电动发电机的情况下,在所述电动发电机的电机转速比规定转速大时,将所述规定转速作为目标电机转速而使所述电机转速下降,
在所述电机转速达到所述规定转速时,一边限制所述电动发电机的扭矩一边使所述电机转速下降至零。
2.如权利要求1所述的车辆的控制方法,其特征在于,
在所述电机转速达到所述规定转速时,直到经过规定时间为止,将所述电机转速维持在所述规定转速,然后开始所述电动发电机的扭矩的限制。
3.一种车辆的控制装置,其特征在于,包括:
摩擦离合器,其可进行电动发电机与驱动轮之间的联接、释放的切换;
油泵,其向所述摩擦离合器供给动作液压;
电动式油泵,其由电动机驱动,向所述摩擦离合器供给动作液压;
控制部,在车辆停止中,在消除了无效间隙的状态下释放并维持所述摩擦离合器,在请求停止所述电动发电机的情况下,在所述电动发电机的电机转速比规定转速大时,将所述规定转速作为目标电机转速而使所述电机转速下降,在所述电机转速达到所述规定转速时,一边限制所述电动发电机的扭矩一边使所述电机转速下降至零。
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