CN111032466B - 车辆的控制装置及车辆的控制方法 - Google Patents

车辆的控制装置及车辆的控制方法 Download PDF

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Publication number
CN111032466B
CN111032466B CN201880056200.5A CN201880056200A CN111032466B CN 111032466 B CN111032466 B CN 111032466B CN 201880056200 A CN201880056200 A CN 201880056200A CN 111032466 B CN111032466 B CN 111032466B
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torque
engine
motor generator
drive shaft
vehicle
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CN111032466A (zh
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西广义祐
望月政治
榎本隆
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Nissan Motor Co Ltd
JATCO Ltd
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Nissan Motor Co Ltd
JATCO Ltd
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    • 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
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • 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
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Abstract

本发明提供一种车辆的控制装置，所述车辆具备驱动轴、与驱动轴连接的发动机、与驱动轴连接的电动马达以及控制部。在驱动源从发动机向电动马达的切换中，在油门开度成为规定开度以上的情况下，控制部使电动马达的扭矩增加。而且，在发动机的扭矩的变化转为增加后，使发动机的扭矩增加，同时使电动马达的扭矩减少。

Description

车辆的控制装置及车辆的控制方法
技术领域
本发明涉及具备发动机及电动马达作为驱动源的车辆的控制装置及控制方法。
背景技术
在JP2008－273460A中公开有一种方法，在具备发动机及电动发电机作为驱动源的车辆中，在从通过发动机及电动发电机双方而行驶的行驶模式(HEV模式)向仅通过电动发电机而行驶的行驶模式(EV模式)过渡时，执行使发动机的扭矩逐渐减少，同时使电动发电机的扭矩逐渐增加的控制，切换驱动源。
发明内容
根据JP2008－273460A中公开的控制，在行驶模式从HEV模式向EV模式过渡时，可以抑制伴随驱动源的切换的冲击的产生。但是，在上述文献中，在驱动源的切换中，换言之，在使发动机的扭矩减少的同时，踩下油门踏板，需要恢复为HEV模式时的措施没有任何提及。
本发明的目的在于，在驱动源的切换中，确保踩下油门踏板的情况下的车辆的驱动灵敏度。
本发明一实施方式提供一种车辆的控制装置，所述车辆具备驱动轴、与驱动轴连接的发动机、以及与驱动轴连接的电动马达。本实施方式的车辆的控制装置具有控制部，在使发动机的扭矩减少，同时使电动马达的扭矩增加的驱动源的切换中，在油门开度成为规定开度以上的情况下，所述控制部使电动马达的扭矩增加，在发动机的扭矩的变化转为增加后，使发动机的扭矩增加，同时使电动马达的扭矩减少。
而且，在其它实施方式中，提供一种车辆的控制方法，所述车辆具备驱动轴、与驱动轴连接的发动机、以及与驱动轴连接的电动马达。在使发动机的扭矩减少，同时使电动马达的扭矩增加的驱动源的切换中，在油门开度成为规定开度以上的情况下，使电动马达的扭矩增加，在发动机的扭矩的变化转为增加后，使发动机的扭矩增加，同时使电动马达的扭矩减少。
根据上述实施方式，在驱动源的切换中，在因驾驶者改变主意等而踩下油门踏板的情况下，能够抑制冲击的发生，同时确保车辆的驱动灵敏度。
附图说明
图1是表示本发明一实施方式的车辆驱动***的整体的结构的概略图。
图2是表示同上实施方式的驱动源切换控制(从发动机行驶向EV行驶的切换)的基本流程的流程图。
图3是表示同上驱动源切换控制的有关向发动机行驶的恢复的处理的内容的流程图。
图4是表示本发明一实施方式的运转区域图的趋势的说明图。
图5是表示同上实施方式的驱动源切换控制下的车辆驱动***的动作的说明图。
图6是表示比较例的车辆驱动***的动作的说明图。
图7是表示过渡到油门关闭的状态的情况下的车辆驱动***的动作的说明图。
具体实施方式
下面，参照附图说明本发明的实施方式。
(车辆驱动***的结构)
图1示意性表示本发明一实施方式的车辆驱动***P的整体结构。
车辆驱动***P具备发动机1和电动发电机5作为驱动源。发动机1及电动发电机5均连接于左右的驱动轮8。在连接发动机1和驱动轮8的动力传递路径上介装有自动变速器TM，电动发电机5经由自动变速器TM(具体而言为变速器4)连接于驱动轮8。在本实施方式中，发动机1及电动发电机5经由独立的动力传递路径并联连接于变速器4，但也可以配设于从变速器4延伸的同一动力传递路径。
自动变速器TM是无级变速器，在朝向驱动轮8的动力传递路径上从接近发动机1的一侧起依次具备液力变矩器2、离合器3及变速器4。自动变速器TM将从发动机1及电动发电机5输入的旋转动力以规定的变速比变换，经由差速器6输出到驱动轮8。
液力变矩器2具备与液力变矩器2的输入轴连接的泵叶轮21和与液力变矩器2的输出轴连接的涡轮转子22，将输入的旋转动力经由流体的力学作用传递到输出轴。液力变矩器2还具备连接于输出轴的锁止离合器23，通过将锁止离合器23设为联接状态，使液力变矩器2的输入轴和输出轴直接连接，可以消减流体连接导致的传递损耗。锁止离合器23的联接及释放可以通过控制作用于锁止离合器23的油压来切换。
离合器3配置于液力变矩器2和变速器4之间，具有与发动机1的曲轴(本实施方式中为液力变矩器2的输出轴)连接的摩擦联接元件(下称“输入元件”)31和与变速器4的输入轴(具体而言为初级带轮41的旋转轴)连接的摩擦联接元件(下称“输出元件”)32。离合器3通过联接/释放输入元件31及输出元件32，连接/切断发动机1和变速器4及驱动轮8。通过调节作用于输入元件31或输出元件32的油压，控制离合器3的动作。
变速器4具备初级带轮41及次级带轮42作为变速元件，并且具备卷绕于这一对带轮41、42之间的金属带43，通过使初级带轮41及次级带轮42上的金属带43的接触直径的比变化，可以无级地变更变速比。通过调节作用于初级带轮41及次级带轮42的可动滑轮的油压，使形成于可动滑轮和固定滑轮之间的V形槽的宽度变化，控制变速器4的变速比。
电动发电机5不仅作为电动机发挥作用，而且还可以作为发电机发挥作用。也可以采用能够仅作为电动机进行动作的电动马达来代替电动发电机5。电动发电机5具有连接于输出轴的转子51和与转子51同心配设于转子51的周围的定子52，通过控制电力向定子52上具备的电磁线圈的供给，使其作为电动机发挥作用，可以产生扭矩。电动发电机5的扭矩经由齿轮等动力传递介质传递到变速器4的旋转轴(本实施方式中为输入轴，即初级带轮41的旋转轴)。由内置有逆变器55的功率控制单元控制电力对电动发电机5的供给。由蓄电池9供给的直流电流被逆变器55变换为三相的交流电流，并向电动发电机5供给。另一方面，通过电动发电机5的再生动作产生的交流电流被逆变器55变换为直流电流，并向蓄电池9供给。蓄电池9通过由电动发电机5供给的电流而可以充电。
从自动变速器TM输出的变速后的旋转动力经由设定为规定的齿轮比的齿轮列及差速器6传递给驱动轴7，使驱动轮8旋转。这样，在本实施方式中，发动机1和驱动轴7通过离合器3可离合地连接，另一方面，电动发电机5和驱动轴7不经由离合器3而连接。在电动发电机5和驱动轴7之间介装有离合器，当然，不限于发动机1和驱动轴7，也可以将电动发电机5和驱动轴7可离合地连接。
在本实施方式中，具备机械驱动式的油泵10作为对液力变矩器2的锁止离合器23、离合器3的输入元件31及输出元件32、变速器4的变速元件41、42作用的油压的产生源。油泵10被发动机1的旋转动力驱动，使工作油升压，经由油压控制回路11向各部供给。在图1中，通过带箭头的虚线表示从油压控制回路11向各部的油压供给路径。
在本实施方式中，除油泵10以外还具备电动式的油泵12。油泵12通过由蓄电池9供给的电力进行动作，使工作油升压。升压后的工作油与油泵10的情况相同，可以经由油压控制回路11供给到各部。通过电动式的油泵12，例如，在发动机1的停止中，能够控制施加于离合器3的油压。
(控制***的结构及基本动作)
发动机1及电动发电机5的动作由控制器101控制。关于发动机1及电动发电机5的控制，也可以将控制器101所具有的作用分散给多个控制器，作为发动机控制器及电动发电机控制器的组合构成。控制器101构成为电子控制单元，由具备中央运算装置(CPU)、RAM及ROM等各种存储装置、输入/输出接口等的微型计算机构成。
控制器101实现本实施方式的“控制部”的功能，除了控制器101以外，包括驱动轴7、发动机1及电动发电机5而构成本实施方式的“车辆的控制装置”。本实施方式中，将与驱动轮8连接的旋转轴(以下，有时也称为“输出轴”)7定位为“驱动轴”，但“驱动轴”不限于输出轴7，也可以是初级带轮41的旋转轴或次级带轮42的旋转轴等可以将来自发动机1及电动发电机5的旋转动力传递给驱动轮8的任何种类的轴，从这个意义上说，“车辆的控制装置”代替输出轴7也可以包含初级带轮41的旋转轴等而构成。
在本实施方式中，针对控制器101，与车辆的驱动力控制相关，除了输入检测驾驶者对油门踏板的操作量(下称“油门开度”)APO的来自油门传感器111的信号、检测车辆的行驶速度(下称“车速”)VSP的来自车速传感器112的信号以外，还输入检测发动机1的转速NE、发动机1的冷却水的温度TW、初级带轮41的转速Npri、次级带轮42的转速Nsec、作用于初级带轮41的工作油的压力Ppri、作用于次级带轮42的工作油的压力Psec、自动变速器TM的工作油的温度Toil、变速杆的位置SFT等的来自各种传感器的信号。在本实施方式中，车速传感器112被设置为能够测定驱动轴7的转速，控制器101基于来自车速传感器112的信号计算车速VSP。
控制器101基于油门开度APO及车速VSP等各种信号判定当前的车辆的运转状态所属的区域，且根据该判定结果在发动机1及电动发电机5之间切换驱动源。具体而言，在油门开度APO低于规定开度APO1即低负荷侧的运转区域(下称“第一区域”)R1，将电动发电机5设为驱动源，另一方面，在油门开度APO为规定开度APO1以上即高负荷侧的运转区域(下称“第二区域”)R2，将发动机1设为驱动源。这样，在本实施方式中，选择发动机1或电动发电机5作为驱动源。但是，在第一区域R1，仅将电动发电机5设为驱动源，另一方面，在第二区域R2，将发动机1和电动发电机5并用作为驱动源，也可以执行电动发电机5实现的扭矩助力。
图4表示运转区域图的一例。运转区域图由油门开度APO及车速VSP划定，将根据车速VSP预先设定的开度APO1设为基准，低于规定开度APO1的区域(标注斜线表示)相当于第一区域R1，规定开度APO1以上的区域相当于第二区域R2。在本实施方式中，规定开度APO1根据车速VSP被设定为不同的值，具体而言被设定为越是车速VSP高的区域则值越小，但也可以设定为恒定的值。控制器101在车速VSP下比较当前的油门开度APO和规定开度APO1，判定运转状态所属的区域R1、R2。
而且，在油门开度APO低于规定开度APO1，选择电动发电机5作为驱动源的情况下，使发动机1停止，并且使离合器3释放。将这种状态下的行驶称为“EV行驶”。另一方面，在油门开度APO为规定开度APO1以上，选择发动机1作为驱动源的情况下，停止电力对电动发电机5的供给，并且使离合器3联接，可以进行旋转动力从发动机1向驱动轴7的传递。将这种状态下的行驶称为“发动机行驶”。
在油门踏板从油门开度APO为规定开度APO1以上的状态恢复，运转状态从第二区域R2过渡到第一区域R1，将驱动源从发动机1切换为电动发电机5的情况下，换言之，在从发动机行驶切换为EV行驶的情况下，控制器101执行使发动机1的扭矩逐渐减少，同时根据发动机扭矩的减少使电动发电机5的扭矩逐渐增加的控制。由此，抑制伴随驱动源的切换的冲击的产生。不限于通过驾驶者恢复油门踏板而油门开度APO减少，使切换线(＝APO1)到达第一区域R1侧的情况，即使油门踏板的位置本身没有变化，在车辆从平路进入上坡路等行驶阻力增大，车速VSP降低的情况下，驱动源也会从发动机1切换到电动发电机5。图4中，驾驶者恢复油门踏板带来的切换的情况的例子用箭头a1及a2表示，行驶阻力增大带来的切换的情况的例子用箭头a3表示。
在此，假设在驱动源的切换中，踩下油门踏板，油门开度APO再次成为规定开度APO1以上的情况。这种状况相当于以下情况等：意图减速而暂时恢复了油门踏板的驾驶者产生向再加速的想法转变；车辆进入上坡路后，感到车速不足的驾驶者意图加速而踩下油门踏板。
在该情况下，为了从EV行驶再次切换为发动机行驶，使驱动源恢复为发动机1，并且，为了能够输出与增大后的油门开度APO相应的发动机扭矩，使对发动机1的燃料喷射量增加。但是，就发动机1的扭矩而言，在输出对发动机1的扭矩增加的指示，换言之，因为从燃料喷射量的增加指示到实际开始增加存在延迟，所以相对于油门开度APO的增大，仅输出对发动机1的扭矩增加的指示时，向驱动轴7传递的扭矩(下称“驱动轴扭矩”)产生不足。
因此，在本实施方式中，相对于驱动源从发动机1向电动发电机5的切换中的油门开度APO的增大，结合对发动机1的扭矩增加的指示，执行使电动发电机5的扭矩增加的控制。由此，通过电动发电机5的扭矩补充发动机扭矩的延迟，确保车辆的驱动灵敏度。关于驱动源的切换，下面，参照流程图对由控制器101执行的控制进行说明。
(驱动源切换控制的内容)
图2通过流程图表示驱动源切换控制的基本的流程。
在S101中，读入表示油门开度APO及车速VSP等车辆的运转状态的信号。
在S102中，判定是否符合应从发动机行驶过渡到EV行驶的条件。具体而言，判定运转状态是否已从油门开度APO为规定开度APO1以上的第二区域R2过渡到低于规定开度APO1的第一区域R1。在运转状态过渡到第一区域R1，且满足应从发动机行驶过渡到EV行驶的条件的情况下，进入S103，在不满足这种条件的情况下，返回S101，重复执行S101及102的处理。
在S103中，开始驱动源的切换。在本实施方式中，执行使发动机1的扭矩减少，同时使电动发电机5的扭矩增加的控制，例如，使发动机1的扭矩逐渐减少，同时根据发动机扭矩的减少使电动发电机5的扭矩增加。发动机扭矩的减少例如取决于使发动机1的燃料喷射量以能够抑制伴随切换的冲击的减少率变化。而且，使电动发电机5的扭矩增加，以补充发动机扭矩相对于与油门开度APO对应的驱动轴扭矩的不足量。
在S104中，判定驱动源从发动机1到电动发电机5的切换是否已完成。例如，判定发动机1的燃料喷射量是否已减少至预先设定的燃料切断喷射量或0。在燃料喷射量充分减少，驱动源的切换已完成的情况下，进入S105，在未完成的情况，换言之，燃料喷射量并未减少至燃料切断喷射量或0，而在驱动源的切换中的情况下，进入S107。
在S105中，使离合器3释放，切断旋转动力从发动机1向驱动轴7的传递。即，在本实施方式中，在油门开度APO低于规定开度APO1，运转状态过渡到第一区域R1后，不使离合器3释放，而维持联接状态，直至驱动源向电动发电机5的切换完成为止。
在S106中，停止燃料对发动机1的供给，使发动机1停止。
在S107中，判定油门开度APO是否为规定开度APO1以上，换言之，运转状态从高负荷侧的第二区域R2过渡到低负荷侧的第一区域R1后，是否再次过渡到第二区域R2。在油门开度APO为规定开度APO1以上的情况下，进入图3所示的S201，在不为规定开度APO1以上的情况、即油门开度APO还低于规定开度APO1的情况下，进入S108。
在S108中，继续驱动源的切换，使发动机1的扭矩减少，同时使电动发电机5的扭矩增加。
在S201中，为了将驱动源再次切换为发动机1，输出对发动机1的扭矩增加的指示。具体而言，设定能够形成与增大后的油门开度APO对应的驱动轴扭矩的发动机扭矩的目标值，且基于该目标发动机扭矩使发动机1的燃料喷射量增加。
在S202中，控制电动发电机5的扭矩，使电动发电机5的扭矩增加，以补充实际的发动机扭矩相对于作为目标的驱动轴扭矩的不足量。由此，在本实施方式中，电动发电机5产生的扭矩的变化的斜率比运转区域过渡之前、换言之油门开度APO成为规定开度APO1以上之前增大。实际的发动机扭矩也可以通过在液力变矩器2的输入轴等、适当的旋转轴上设置传感器来检测，但是，也可以将实际的发动机扭矩相对于目标发动机扭矩的延迟作为一阶延迟进行近似，通过基于当前的发动机扭矩和目标发动机扭矩的推定运算来进行检测。
在S203中，判定发动机1的扭矩的变化是否转换为增加。不仅发动机扭矩的变化刚刚转换为增加，而且在已转换为增加后，也可以判定发动机1的扭矩是否已达到规定值。由此，能够更可靠地获得通过电动发电机5的扭矩补充因发动机扭矩的延迟导致的不足量的效果。
在S204中，通过使电动发电机5的扭矩以与发动机扭矩的增加协调的方式减少，达到与油门开度APO对应的驱动轴扭矩，换言之，达到驾驶者要求的驱动轴扭矩。
在S205中，以发动机1的扭矩和驱动轴扭矩的一致，完成驱动源向发动机1的切换。由此，完成向发动机行驶的过渡，车辆以发动机1为驱动源行驶。这样，在本实施方式中，在驱动源的切换中，油门开度APO成为规定开度APO1以上，使驱动源恢复为发动机1的情况下，通过从驱动源切换控制的开始(S103)至向发动机1的恢复结束为止(S205)的整个控制，将离合器3维持在联接状态。
本实施方式中，通过图2所示的流程图的S102～104、S107、S108及图3所示的流程图的S201～204的处理，实现“控制部”的功能。
(基于时间图的动作说明)
图5通过时间图概略性表示本实施方式的驱动源切换控制实现的车辆驱动***P的动作，图6表示基于比较例的动作。图5及6双方中，用虚线表示发动机1的转速NE及扭矩TE，用实线表示电动发电机5的转速NM及扭矩TM。进而，用双点划线表示作用于变速器4的输入轴的扭矩(输入轴扭矩)TSi。
为了便于理解本实施方式的情况(图5)，首先，对基于比较例的情况(图6)进行说明，其次，对基于本实施方式的控制的动作进行说明。
在图6中，当油门踏板从运转状态处于中负荷区域的状态(APO≥APO1)恢复，过渡到油门开度APO低于规定开度APO1的低负荷区域(第一区域R1)(时刻t1)时，为了从发动机行驶过渡到EV行驶，执行将驱动源从发动机1切换为电动发电机5的控制。控制器101对发动机1输出使燃料喷射量减少的指令。与此同时，控制器101根据发动机扭矩的减少使电动发电机5的扭矩增加(时刻t2)，抑制伴随驱动源的切换的冲击的产生。当燃料喷射量减少到燃料切断喷射量或0时，停止燃料向发动机1的供给，完成驱动源向电动发电机5的切换及向EV行驶的过渡。在此，在驱动源的切换中，具体而言，在使发动机1的扭矩减少的同时，由于驾驶者想法转变等而踩下油门踏板，油门开度APO增大，再次成为规定开度APO1以上时(时刻t3)，为了能够形成与增大后的油门开度APO对应的驱动轴扭矩TSd，需要将驱动源恢复为发动机1。在比较例中，输出对发动机1的扭矩增加的指示，另一方面，停止电力对电动发电机5的供给，使电动发电机5的扭矩急剧减少。从对发动机1的扭矩增加的指示到发动机扭矩实际开始增加(时刻t4)，存在与发动机1的动作特性对应的延迟，因此，在驱动轴扭矩TSd中，产生与发动机扭矩的延迟相当的量的不足。图6中用斜线表示因发动机扭矩的延迟导致的驱动轴扭矩TSd的不足量。
转到本实施方式的控制下的动作的说明，在图5中，从油门踏板恢复，运转状态过渡到低负荷侧的第一区域R1的时刻t1开始到在驱动源的切换中，因驾驶者的想法转变等而踩下油门踏板，且油门开度APO再次成为规定开度APO1以上的时刻t3为止的动作与比较例的情况相同。
在本实施方式的情况下，相对于油门开度APO的增大，输出对发动机1的扭矩增加的指示，另一方面，使电动发电机5的扭矩TM比油门开度APO增大时(时刻t3)更增加，之后，在实际的发动机扭矩TE的变化转为增加时(时刻t4)，使其减少。具体而言，为了能够形成与增大后的油门开度APO对应的驱动轴扭矩TSd，通过电动发电机5产生与实际的发动机扭矩相对于驱动轴扭矩TSd的目标值的不足量对应的扭矩。由此，能够通过电动发电机5的扭矩TM补充从进行了使发动机扭矩TE扭矩增加的指示后至实际开始增加为止的延迟导致的驱动轴扭矩TSd的不足量，能够确保车辆相对于油门开度APO的增大的驱动灵敏度。图5表示如下情况：相对于油门开度APO的增大，电动发电机5的扭矩TM的变化中的斜率比油门开度APO增大前更大，而且，在发动机扭矩TE的实际的变化从减少转为增加的时刻t4，电动发电机5的扭矩TM的变化也从增加转为减少。在电动发电机5的扭矩TM减少到0的时刻t5，发动机1的扭矩TE和驱动轴扭矩TSd一致，完成驱动源向发动机1的切换。以后，将发动机1作为驱动源来行驶。
图7表示油门踏板从运转状态处于中负荷区域的状态(APO≥APO1)恢复到油门关闭(APO＝0)的状态(时刻t11)，停止燃料对发动机1的供给的情况。在该情况下，不进行驱动源的切换，而继续将发动机1设为驱动源。但是，在本实施方式中，通过将离合器3维持为联接状态，并且使电动发电机5作为发电机工作，而使从发动机1及电动发电机5作用于驱动轴7的负荷增大。当踩下油门踏板，油门开度APO增大时(时刻t31)，使电动发电机5的再生动作停止，并重新开始燃料向发动机1的供给。
(作用效果的说明)
本实施方式的车辆的控制装置如上述那样构成，下面，对通过本实施方式获得的效果进行描述。
第一，在驱动源的切换中，在本实施方式中，在驱动源从发动机1向电动发电机5的切换中，油门开度APO成为规定开度APO1以上的情况下，换言之，在图4所示的运转区域图中，在运转状态过渡到低负荷侧的第一区域R1后，由于油门开度APO的增大而朝向高负荷侧的第二区域R2(＝APO1)穿过切换线的情况下，使电动发电机5的扭矩TM增加，由此，能够补充从进行使发动机1的扭矩TE扭矩增加的指示后至实际开始增加为止的发动机扭矩TE的延迟，抑制驱动轴扭矩TSd产生不足。而且，在发动机扭矩TE的变化转为增加后，使发动机的扭矩TE增加，同时使电动发电机5的扭矩TM减少，由此，能够抑制电动发电机5的扭矩TM的急剧减少导致的冲击的发生，并且实现作为目标的驱动轴扭矩TSd。这样，根据本实施方式，在驱动源的切换中，在因驾驶者的想法转变等而踩下油门踏板的情况下，能够适当地控制驱动源，抑制冲击的发生，并且确保车辆的驱动灵敏度。
第二，通过根据车速VSP将确定驱动源的切换线的油门开度(规定开度APO1)设定为不同的值，能够活用发动机1及电动发电机5双方的动作特性，有助于建立高效的车辆驱动***P。
第三，在油门踏板从运转状态处于第二区域R2的状态完全恢复，成为油门关闭的状态(APO＝0)的情况下，继续将发动机1设为驱动源，将离合器3维持在联接状态，由此，能够活用发动机制动器，并且确保重新加速时的灵敏度。进而，通过使电动发电机5作为发电机工作，将由发电产生的电力对蓄电池9充电，能够提高车辆驱动***P整体的效率。
下面，总结从上述说明中提取的技术方案所记载的内容以外的概念。
第一，一种车辆的控制装置，该车辆具备驱动轴、与所述驱动轴连接的发动机、与所述驱动轴连接的电动马达，其中，具有控制部，在使所述发动机的扭矩逐渐减少，同时使所述电动马达的扭矩根据所述发动机扭矩的减少而增加的驱动源的切换中，在油门开度增大且成为规定开度以上的情况下，所述控制部对所述发动机指示扭矩的增大，并且使所述电动马达的扭矩的变化率比所述油门开度成为所述规定开度以上之前增加。
第二，一种车辆的控制装置，其中，在所述油门开度成为所述规定开度以上后，所述控制部设定与增大后的油门开度对应的所述发动机的目标扭矩，使所述发动机的扭矩朝向所述目标扭矩增加，同时使所述电动马达的扭矩减少。
第三，一种车辆的控制装置，其中，所述规定开度根据车速具有不同的值。
第四，一种车辆的控制装置，其中，具有油门开度为所述规定开度以上的第二区域作为通过所述发动机行驶的运转区域，并且，具有油门开度低于所述规定开度(油门关闭的状态除外)的第一区域作为通过所述电动马达行驶的运转区域，在运转状态从所述第二区域过渡到所述第一区域的情况下，所述控制部执行所述驱动源的切换。
第五，一种车辆的控制装置，其中，在从油门打开的状态变为油门关闭的状态的情况下，所述控制部使从所述发动机及所述电动马达作用于所述驱动轴的负荷增大。
以上，说明了本发明的实施方式，但本发明不限于此，在技术方案所记载的事项的范围内，可以进行各种变更及修正。
本申请基于2017年8月30日在日本专利局申请的特愿2017－165381号主张优先权，其申请的全部内容通过参照编入本说明书中。

Claims (4)

1.一种车辆的控制装置，所述车辆具备：
驱动轴；
发动机，其与所述驱动轴连接；
电动马达，其与所述驱动轴连接，其中，
具有控制部，该控制部在使所述发动机的扭矩减少，同时使所述电动马达的扭矩增加的驱动源的切换中，在油门开度成为规定开度以上的情况下，使所述电动马达的扭矩比所述油门开度成为所述规定开度以上之前更增加，在伴随着所述油门开度成为所述规定开度以上而所述发动机的扭矩的变化转为增加后，使所述发动机的扭矩增加，同时使所述电动马达的扭矩减少。
2.如权利要求1所述的车辆的控制装置，其中，
所述规定开度根据车速而具有不同的值。
3.如权利要求1或2所述的车辆的控制装置，其中，
在从油门打开的状态变为油门关闭的状态的情况下，所述控制部使从所述发动机及所述电动马达作用于所述驱动轴的负荷增大。
4.一种车辆的控制方法，所述车辆具备：
驱动轴；
发动机，其与所述驱动轴连接；
电动马达，其与所述驱动轴连接，其中，
在使所述发动机的扭矩减少，同时使所述电动马达的扭矩增加的驱动源的切换中，在油门开度成为规定开度以上的情况下，使所述电动马达的扭矩比所述油门开度成为所述规定开度以上之前更增加，在伴随着所述油门开度成为所述规定开度以上而所述发动机的扭矩的变化转为增加后，使所述发动机的扭矩增加，同时使所述电动马达的扭矩减少。
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