JP2013119317A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for hybrid vehicle, capable of suppressing progress of wear in a clutch.SOLUTION: The controller is applied to a hybrid vehicle 1 having a transmission 10 in which an internal combustion engine 2 is connected to an input shaft 11 through a clutch 27, and an MG 3 is also connected, and in which an output shaft 12 is connected to a driving wheel 5 so that power can be transmitted. In the controller, when a storage rate of a battery 4 connected to the MG 3 is not more than a target storage rate, the internal combustion engine 2 drives the rotation of the MG 3 to charge the battery 4. When the running environment of the vehicle 1 is a predetermined specific running environment, and the degree of wear of the clutch 27 is high during stopping of the vehicle 1, the target storage rate is set to be higher than when the degree of wear is low.

Description

  The present invention relates to a control device applied to a hybrid vehicle in which an internal combustion engine and a motor / generator are mounted as power sources and a transmission is connected to an output shaft of the internal combustion engine via a clutch.

  An internal combustion engine and a motor / generator are mounted as power sources, a transmission is connected to the output shaft of the internal combustion engine via a clutch, and the motor / generator is connected to the input shaft of the transmission so that power can be output. Hybrid vehicles are known. As a control device applied to such a vehicle, when charging a battery while the vehicle is stopped, the transmission is set to a neutral state in which power transmission between the input shaft and the output shaft is interrupted, and the motor is operated by the internal combustion engine. An apparatus for driving a generator to charge a battery is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2003-159967 A Japanese Patent Laid-Open No. 08-168105

  As is well known, when a vehicle is involved in a traffic jam, the vehicle starts and stops repeatedly in a short time. In such a case, in a vehicle as disclosed in Patent Document 1, if the remaining amount of the battery is low, the vehicle is started by the internal combustion engine. In this case, since the frequency of operation of the clutch increases, the wear of the clutch easily proceeds. Even when such a vehicle is stopped on an uphill road, the vehicle is started by the internal combustion engine if the remaining amount of the battery is low. In this case, since the load to be transmitted by the clutch increases, the wear of the clutch easily proceeds. In the apparatus of Patent Document 1, the target power storage rate that should be stored in the battery when the vehicle is stopped is not changed. Therefore, when the vehicle enters such a state that the frequency of operation of the clutch increases or the load of the clutch increases, there is a possibility that the remaining amount of the battery decreases and the wear of the clutch proceeds.

  Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can suppress the progress of wear of the clutch.

  The control device of the present invention includes an internal combustion engine, an input shaft to which the internal combustion engine is connected via a clutch, an output shaft connected to drive wheels so as to be able to transmit power, and between the input shaft and the output shaft. And transmission of rotation from the input shaft to the output shaft by any one transmission gear pair of the plurality of transmission gear pairs. The present invention is applied to a hybrid vehicle including a transmission that switches a shift stage by selectively establishing a motor, a motor / generator connected to the input shaft, and a battery electrically connected to the motor / generator. If the battery storage rate is less than or equal to the target storage rate when the vehicle is stopped, the internal combustion engine drives the motor / generator to generate power and charge the battery In the control device including the electric control means, the wear level acquisition means for acquiring the degree of wear of the clutch, and the frequency at which the vehicle running environment is repeatedly started and stopped within a predetermined time is a reference value. The traveling environment determining means for determining whether or not the traveling environment is a specific traveling environment including a traveling environment in which the load applied to the clutch exceeds a reference load when the vehicle is started by the internal combustion engine; When the travel environment determination means determines that the travel environment of the vehicle is the specific travel environment, and the degree of wear acquired by the wear level acquisition means when the vehicle is stopped, the wear level is high. And a target power storage rate changing means for making the target power storage rate higher than that when the degree of wear acquired by the acquiring device is low (Claim 1).

  When the vehicle is frequently started and stopped within a predetermined time, for example, when the vehicle is started by an internal combustion engine when the vehicle is involved in a traffic jam, the wear of the clutch easily proceeds. Also, if the load applied to the clutch becomes large when the vehicle is started by the internal combustion engine, for example, if the vehicle is started by the internal combustion engine even when the vehicle is stopped on a steep climb, wear of the clutch is likely to proceed. . In the present invention, when the traveling environment of the vehicle is such a specific traveling environment and the vehicle is stopped, the target power storage rate is increased when the degree of wear of the clutch is high. As a result, the storage rate of the battery can be increased before the vehicle starts. When the battery storage rate is high, the vehicle can be started by the motor / generator. Therefore, by changing the target power storage rate in this way, the frequency at which the vehicle is started by the internal combustion engine can be reduced. Therefore, the progress of the wear of the clutch can be suppressed.

  In one form of the control device of the present invention, the target power storage rate changing unit may increase the target power storage rate as the degree of wear acquired by the wear level acquisition unit is higher. In this case, as the degree of wear of the clutch increases, the battery is more easily charged while the vehicle is stopped. Therefore, the vehicle can be started more reliably by the motor / generator. Therefore, the progress of the wear of the clutch can be appropriately suppressed.

  In one form of the control device of the present invention, a deterioration degree acquisition unit that acquires the degree of deterioration of the battery, and the degree of deterioration acquired by the deterioration degree acquisition unit is equal to or greater than a predetermined determination deterioration degree and the wear degree is acquired. When the degree of wear acquired by the means is less than a predetermined determined wear degree, the change of the target power storage ratio by the target power storage ratio changing means is prohibited, and the degree of deterioration acquired by the deterioration degree acquiring means is If the degree of degradation is less than the determination deterioration level, the apparatus may further include a change prohibiting unit that permits the target power storage rate changing unit to change the target power storage rate (Claim 3). In this form, when the degree of wear of the clutch is low and the degree of deterioration of the battery is high, the change of the target power storage rate is prohibited, so that it is difficult to charge the battery while the vehicle is stopped. Therefore, in this case, the progress of battery deterioration can be suppressed. On the other hand, when the degree of deterioration of the battery is low, the change of the target power storage rate is permitted, so that the progress of clutch wear can be suppressed. Thus, in this embodiment, the progress of the wear of the clutch can be suppressed and the progress of the deterioration of the battery can be suppressed.

  In this embodiment, when the degree of deterioration acquired by the deterioration degree acquisition means is equal to or higher than the determination deterioration degree and the degree of wear acquired by the wear degree acquisition means is less than the determination wear degree, the vehicle is If the degree of deterioration acquired by the internal combustion engine and acquired by the deterioration level acquisition means is less than the determined deterioration level, the vehicle may further include start control means for starting the vehicle by the motor / generator. (Claim 4). According to this aspect, when the degree of deterioration of the battery is high, the motor / generator is not used for starting the vehicle, so that the frequency of charging / discharging of the battery can be reduced. Therefore, the progress of battery deterioration can be further suppressed. On the other hand, when the degree of deterioration of the battery is low, the vehicle is started by the motor / generator, so that the progress of wear of the clutch can be suppressed.

  In one form of the control device of the present invention, the target power storage rate changing means may determine that the traveling environment determining means determines that the traveling environment of the vehicle is the specific traveling environment and the vehicle is traveling. When the degree of wear acquired by the wear level acquisition unit is high, the target power storage rate may be set higher than when the level of wear acquired by the wear level acquisition unit is low (Claim 5). By changing the target storage rate in this way, the storage rate of the battery can be kept high. Therefore, it is possible to suppress a shortage of the battery storage rate when the vehicle starts. As a result, the frequency at which the vehicle is started by the internal combustion engine can be further reduced, so that the progress of wear of the clutch can be further suppressed.

  As described above, according to the control device of the present invention, when the driving environment of the vehicle is a specific driving environment and the vehicle is stopped, the target storage rate is increased when the degree of clutch wear is high. The motor / generator can start the vehicle. As a result, the frequency at which the vehicle is started by the internal combustion engine can be reduced, so that the progress of wear of the clutch can be suppressed.

The figure which shows roughly the vehicle incorporating the control apparatus which concerns on one form of this invention. The figure which shows the relationship with the electric current value of the actuator of a clutch of the degree of wear of a clutch. The flowchart which shows the vehicle control routine which a control apparatus performs. The figure which shows the relationship between the degree of wear of a clutch, and a target electrical storage rate. The flowchart which shows the modification of the vehicle control routine which a control apparatus performs. The flowchart following FIG. The flowchart which shows the other modification of the vehicle control routine which a control apparatus performs. The flowchart following FIG. The figure which shows the relationship between the degree of wear of a clutch, the degree of deterioration of a battery, a clutch protection flag, and a battery protection flag.

  FIG. 1 schematically shows a vehicle in which a control device according to one embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 and a motor / generator (hereinafter sometimes abbreviated as MG) 3 as power sources. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a known spark ignition internal combustion engine having a plurality of cylinders. The MG 3 is a well-known device that is mounted on a hybrid vehicle and functions as an electric motor and a generator. The MG 3 includes a rotor 3b that rotates integrally with the rotor shaft 3a, and a stator 3c that is coaxially disposed on the outer periphery of the rotor 3b and fixed to a case (not shown). The MG 3 is electrically connected to the battery 4. The battery 4 is configured to be able to supply electricity to the MG 3 when the MG 3 functions as an electric motor, and to be charged with electricity generated by the MG 3 when the MG 3 functions as a generator.

  A transmission 10 is mounted on the vehicle 1, and the engine 2 and the MG 3 are connected to the transmission 10. The transmission 10 is also connected to an output unit 6 for outputting power to the drive wheels 5 of the vehicle 1. The output unit 6 includes an output gear 7 and a differential mechanism 8 connected to the drive wheel 5. The output gear 7 is attached to the output shaft 12 of the transmission 10 so as to rotate integrally. Further, the output gear 7 meshes with a ring gear 8 a provided in the case of the differential mechanism 8. The differential mechanism 8 is a known mechanism that distributes the transmitted power to the left and right drive wheels 5.

  The transmission 10 includes an input shaft 11, an output shaft 12, and first-to-fifth transmission gear pairs G1 to G5 that are always meshed and are provided between the input shaft 11 and the output shaft 12. The first transmission gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second transmission gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. Yes. The third transmission gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth transmission gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. Yes. The fifth transmission gear pair G5 includes a fifth drive gear 21 and a fifth driven gear 22 that mesh with each other. Different gear ratios are set for the respective transmission gear pairs G1 to G5. The gear ratio is set so as to decrease in the order of the first transmission gear pair G1, the second transmission gear pair G2, the third transmission gear pair G3, the fourth transmission gear pair G4, and the fifth transmission gear pair G5. Therefore, the first transmission gear pair G1 corresponds to the first speed, and the second transmission gear pair corresponds to the second speed. The third transmission gear pair G3 corresponds to the third speed, and the fourth transmission gear pair G4 corresponds to the fourth speed. The fifth transmission gear pair G5 corresponds to the fifth speed.

  The first drive gear 13 and the second drive gear 15 are fixed to the input shaft 11 so as to rotate integrally with the input shaft 11. On the other hand, the third to fifth drive gears 17, 19, and 21 are supported by the input shaft 11 so as to be rotatable relative to the input shaft 11. As shown in this figure, these gears are arranged in the axial direction in the order of the first drive gear 13, the second drive gear 15, the third drive gear 17, the fourth drive gear 19, and the fifth drive gear 21. Has been placed. The first driven gear 14 and the second driven gear 16 are supported on the output shaft 12 so as to be rotatable relative to the output shaft 12. On the other hand, the third to fifth driven gears 18, 20, and 22 are fixed to the output shaft 12 so as to rotate integrally with the output shaft 12.

  The output shaft 12 is provided with a first sleeve 23. The first sleeve 23 is supported by the output shaft 12 so as to rotate integrally with the output shaft 12 and be movable in the direction of the rotation axis. As shown in this figure, the first sleeve 23 is provided between the first driven gear 14 and the second driven gear 16. The first sleeve 23 has a first speed position at which the output shaft 12 and the first driven gear 14 mesh with the first driven gear 14 so that the output shaft 12 and the first driven gear 14 rotate integrally, and the output shaft 12 and the second driven gear 16 rotate integrally. Thus, it is provided so as to be switchable between a second speed position that meshes with the second driven gear 16 and a release position that does not mesh with either the first driven gear 14 or the second driven gear 16.

  The input shaft 11 is provided with a second sleeve 24 and a third sleeve 25. These sleeves 24 and 25 are supported by the input shaft 11 so as to rotate integrally with the input shaft 11 and to be movable in the axial direction. As shown in this figure, the second sleeve 24 is provided between the third drive gear 17 and the fourth drive gear 19. The third sleeve 25 is provided next to the fifth drive gear 21. The second sleeve 24 has a third speed position that meshes with the third drive gear 17 so that the input shaft 11 and the third drive gear 17 rotate integrally, and the input shaft 11 and the fourth drive gear 19 rotate integrally. Thus, it is provided to be switchable between a fourth speed position that meshes with the fourth drive gear 19 and a release position that does not mesh with either the third drive gear 17 or the fourth drive gear 19. The third sleeve 25 can be switched between a fifth speed position at which the input shaft 11 and the fifth drive gear 21 rotate together and a release position at which the fifth drive gear 21 does not mesh with the fifth drive gear 21. Is provided.

  In this transmission 10, when the first sleeve 23 is switched to the first speed position and the second sleeve 24 and the third sleeve 25 are switched to the release position, the first sleeve 23 is set to the first speed, and the first sleeve 23 is set to the second speed position. The second speed is achieved when the second sleeve 24 and the third sleeve 25 are respectively switched to the release position. Further, when the second sleeve 24 is switched to the third speed position and the first sleeve 23 and the third sleeve 25 are switched to the release position, respectively, the third speed is set, and the second sleeve 24 is set to the fourth speed position, and the first sleeve 23 is switched to the fourth speed position. When the third sleeve 25 is switched to the release position, the fourth speed is achieved. When the third sleeve 25 is switched to the fifth speed position and the first sleeve 23 and the second sleeve 24 are switched to the release position, the fifth speed is achieved. When the first sleeve 23, the second sleeve 24, and the third sleeve 25 are all switched to the release position, power transmission between the input shaft 11 and the output shaft 12 is interrupted. Hereinafter, this state may be referred to as a neutral state. The transmission 10 is provided with an actuator 26 that controls the operation of the first sleeve 23, the second sleeve 24, and the third sleeve 25 so that the state of the transmission 10 is switched to the first to fifth speeds and the neutral state described above. ing.

  Although not shown, when the first sleeve 23 and the first driven gear 14 are engaged with the output shaft 12 and when the first sleeve 23 and the second driven gear 16 are engaged, A plurality of synchro mechanisms that synchronize the rotation with the driven gears 14 and 16 are provided. Further, the input shaft 11 is engaged with the second sleeve 24 and the third drive gear 17, the second sleeve 24 is engaged with the fourth drive gear 19, and the third sleeve 25 is engaged with the fifth drive gear 21. A plurality of synchronization mechanisms are provided that synchronize the rotation of the sleeves 24 and 25 and the drive gears 17, 19, and 21 when meshing. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  As shown in this figure, the output shaft 2 a of the engine 2 is connected to the input shaft 11 via a clutch 27. Further, the rotor shaft 3a of the MG 3 is also connected to the input shaft 11. The clutch 27 is a known friction clutch, and includes a first clutch plate 27a and a second clutch plate 27b. The first clutch plate 27 a is connected to the output shaft 2 a of the engine 2, and the second clutch plate 27 b is connected to the input shaft 11 of the transmission 10. The second clutch plate 27b is provided so as to be movable between an engagement position in contact with the first clutch plate 27a and a release position away from the first clutch plate 27a. Although not shown, the clutch 27 is provided with a diaphragm that urges the second clutch plate 27b to the engaged position. The clutch 27 is provided with an electric actuator 28 for driving the second clutch plate 27b to the release position against the diaphragm. Therefore, the clutch 27 is a so-called normally closed clutch in which the second clutch plate 27b moves to the engaged position when the second clutch plate 27b is not driven by the actuator 28. The clutch 27 is also switched to a so-called half-clutch state in which the actuator 28 adjusts the frictional force between the pair of clutch plates 27a and 27b so that the pair of clutch plates 27a and 27b rotate relative to each other while contacting. Is possible. In the clutch 27, when the second clutch plate 27 b is pressed against the first clutch plate 27 a by the diaphragm, the clutch plates 27 a and 27 b rotate integrally, and power is transmitted between the engine 2 and the input shaft 11. . Hereinafter, this state may be referred to as an engaged state. On the other hand, when the second clutch plate 27b is driven to the separated position by the actuator 28, the power transmission between the engine 2 and the input shaft 11 is interrupted. Hereinafter, this state may be referred to as a released state. When the clutch 27 is in a half-clutch state, a part of the power of the engine 2 is transmitted to the input shaft 11.

  Operations of the engine 2, the MG 3, the transmission 10, and the clutch 27 are controlled by the control device 40. The control device 40 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 40 holds various control programs for causing the vehicle 1 to travel appropriately. The control device 40 controls these objects such as the engine 2 and the MG 3 by executing these programs. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 40. The control device 40 corresponds to, for example, a vehicle speed sensor 41 that outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1, an SOC sensor 42 that outputs a signal corresponding to the state of charge (electric storage rate) of the battery 4, and the accelerator opening. An accelerator opening sensor 43 or the like that outputs the signal is connected. Various other sensors are also connected, but their illustration is omitted. The control device 40 is also connected with a shift lever 44 operated by the driver. In addition, various levers and switches operated by the driver are connected, but these are not shown. Further, when the vehicle 1 is equipped with a navigation system that shows the current position of the host vehicle, traffic jam information, and the like to the driver, the navigation system is also connected to the control device 40.

  Next, control executed by the control device 40 will be described. The control device 40 controls the engine 2 and the MG 3 according to the driving force requested by the driver when the vehicle 1 is traveling. For example, when the driver's required driving force is less than a predetermined determination driving force, the vehicle 1 is driven only by MG3. In this case, the control device 40 stops the engine 2 and switches the clutch 27 to the released state. Hereinafter, the case where the vehicle 1 is driven only by the MG 3 as described above may be referred to as EV traveling. Note that the determination driving force may be appropriately set based on, for example, the upper limit value of power that can be output from the MG 3. On the other hand, when the required driving force becomes equal to or greater than the determination driving force, the vehicle 1 is driven only by the engine 2. Hereinafter, the case where the vehicle 1 is driven only by the engine 2 in this way may be referred to as engine running. When switching from EV traveling to engine traveling, the control device 40 first starts the engine 2 and then switches the clutch 27 from the released state to the engaged state. Hereinafter, the control for switching between EV traveling and engine traveling in accordance with the required driving force may be referred to as normal traveling control.

  When vehicle 1 is decelerating, control device 40 causes MG3 to function as an electric motor and performs regenerative power generation using MG3. Electricity generated by the regenerative power generation is charged in the battery 4. The control device 40 switches the clutch 27 to the released state when the vehicle 1 stops. As a result, the power of the engine 2 can be prevented from being transmitted to the drive wheels 5.

  Further, the control device 40 controls the operations of the actuator 26 and the clutch 27 so that when the shift lever 44 is operated, the state of the transmission 10 is switched to a state corresponding to the position where the shift lever 44 is moved. In this case, the control device 40 first switches the clutch 27 to the released state. Next, the control device 40 switches the state of the transmission 10 to a state corresponding to the position where the shift lever 44 is moved, for example, 1st to 5th speed or a neutral state. Thereafter, the control device 40 switches the clutch 27 to the engaged state. Thus, the transmission 10 is a so-called semi-automatic transmission.

  The control device 40 acquires the degree of wear of the clutch 27 when switching the gear position of the transmission 10 in this way. As described above, when the second clutch plate 27b is not driven by the actuator 28 in the clutch 27, the second clutch plate 27b is pressed against the first clutch plate 27a by the diaphragm. The pressing force of the diaphragm increases as the wear of the clutch plates 27a and 27b progresses. Therefore, the current to be supplied to the actuator 28 when the clutch 27 is switched from the engaged state to the released state becomes higher as the wear of the clutch plates 27a and 27b progresses. Therefore, the control device 40 acquires the degree of wear of the clutch 27 based on the current value supplied to the actuator 28 when the clutch 27 is switched from the engaged state to the released state. Specifically, the relationship between the current value of the actuator 28 and the degree of wear of the clutch 27 when the clutch 27 is switched from the engaged state to the released state as shown in FIG. And stored as a map in the ROM of the control device 40. Then, the degree of wear of the clutch 27 may be acquired by referring to the current value supplied to the actuator 28 and this map when the clutch 27 is switched from the engaged state to the released state. By acquiring the degree of wear of the clutch 27 in this way, the control device 40 functions as the wear degree acquiring means of the present invention. The acquired degree of wear of the clutch 27 is stored in the RAM of the control device 40 and used in other control routines executed by the control device 40.

  The control device 40 causes the MG 3 to function as a generator when the storage rate of the battery 4 becomes equal to or lower than the target storage rate, and drives the MG 3 with the engine 2 to generate power. Thus, the battery 4 is charged. When the storage rate of the battery 4 becomes equal to or less than the target storage rate while the vehicle is stopped, the control device 40 first switches the transmission 10 to the neutral state and then switches the clutch 27 to the engaged state. Thereafter, the MG 3 is rotationally driven by the engine 2 to generate electric power, and the battery 4 is charged. By charging the battery 4 in this way, the control device 40 functions as the charge control means of the present invention. Note that the target storage rate is set, for example, to a storage rate with enough space to charge the battery 4 with electricity by regenerative power generation. Hereinafter, the target storage rate set in this way may be referred to as a normal target storage rate.

  The control device 40 changes the target power storage rate according to the degree of wear of the clutch 27 when the traveling environment of the vehicle 1 is a specific traveling environment set in advance and the vehicle 1 is stopped. In the specific travel environment, a travel environment in which the frequency at which the vehicle 1 is repeatedly started and stopped within a predetermined time is set to a reference value or more is set. For example, when the vehicle 1 is involved in a traffic jam, such a traveling environment is obtained. As the reference value, for example, the number of times that the wear of the clutch 27 is likely to proceed when the vehicle 1 is all started by the engine 2 is set. Such a reference value changes according to the specifications of the clutch 27 and the like. Therefore, the reference value may be set appropriately according to the specifications. In addition, a traveling environment in which the load applied to the clutch 27 is equal to or higher than a predetermined reference load when the vehicle 1 is started by the engine 2 when the vehicle 1 starts is set as the specific traveling environment. For example, when the vehicle 1 is stopped on a steep uphill, such a traveling environment is obtained. As the reference load, for example, a load at which the wear of the clutch 27 easily proceeds when the vehicle 1 is started by the engine 2 is set. Such a reference load also varies depending on the specifications of the clutch 27 and the like. Therefore, the reference load may be appropriately set according to the specifications.

  In such a specific traveling environment, when the vehicle 1 is started by the engine 2, the wear of the clutch 27 is likely to proceed. Therefore, the control device 40 increases the target power storage rate when the vehicle 27 is stopped as the degree of wear of the clutch 27 increases so that the vehicle 1 can be started by the MG 3 in such a specific traveling environment. FIG. 3 shows a vehicle control routine executed by the control device 40 to control the state of the vehicle 1 according to the traveling environment of the vehicle 1. This control routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1. This control routine is executed in parallel with other control routines executed by the control device 40.

  In this control routine, the control device 40 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, the vehicle speed, the storage rate of the battery 4, the accelerator opening, and the like are acquired. Further, the degree of deterioration of the battery 4 and the degree of wear of the clutch 27 described above are also acquired. In addition, what is necessary is just to acquire the degree of deterioration of the battery 4 by a well-known method based on the frequency | count etc. which charging / discharging was performed, for example. Furthermore, when a navigation system is connected to the control device 40, the current position of the host vehicle, traffic jam information, and the like are also acquired.

  In the next step S12, the control device 40 determines whether or not the traveling environment of the vehicle 1 is the specific traveling environment described above. In addition, what is necessary is just to determine with the information acquired from the navigation system, for example whether the driving environment of the vehicle 1 is the specific driving environment mentioned above. Specifically, the travel environment of the vehicle 1 may be determined as the specific travel environment when the current position of the vehicle 1 is on a congested road in the information obtained from the navigation system. Further, when the current position of the vehicle 1 is on a steep uphill in the information obtained from the navigation system, it may be determined that the traveling environment of the vehicle 1 is the specific traveling environment. When the navigation system of the vehicle 1 is not installed, the traveling environment of the vehicle 1 is specified traveling when, for example, the number of times the vehicle 1 is repeatedly started and stopped within a predetermined time is greater than or equal to the reference value described above. What is necessary is just to determine that it is an environment. The vehicle 1 is provided with a sensor that detects an angle in the front-rear direction of the vehicle 1. When the angle in the front-rear direction of the vehicle 1 is equal to or larger than a preset threshold, the traveling environment of the vehicle 1 is determined to be a specific traveling environment Also good. By executing this processing, the control device 40 of the present invention functions as the traveling environment determining means of the present invention. If it is determined that the traveling environment of the vehicle 1 is not the specific traveling environment, the current control routine is terminated.

  On the other hand, when it determines with the driving environment of the vehicle 1 being a specific driving environment, it progresses to step S13 and the control apparatus 40 determines whether the vehicle 1 is stopping. This determination may be made based on the vehicle speed. When it determines with the vehicle 1 driving | running | working, it progresses to step S14 and the control apparatus 40 performs the normal driving | running control mentioned above. Thereafter, the current control routine is terminated.

  On the other hand, when it determines with stopping, it progresses to step S15 and the control apparatus 40 changes a target electrical storage rate based on the degree of wear of the clutch 27. FIG. FIG. 4 shows the relationship between the degree of wear of the clutch 27 and the target power storage rate. As shown in this figure, the higher the degree of wear of the clutch 27, the larger the target power storage ratio is set. It should be noted that the target power storage rate indicated by a broken line in this figure is the normal target power storage rate. Therefore, when changing the target power storage rate based on the degree of wear of the clutch 27, a value larger than the normal target power storage rate is set.

  In next step S <b> 16, control device 40 determines whether or not the storage rate of battery 4 is equal to or less than the target storage rate. When it determines with the electrical storage rate of the battery 4 being below a target electrical storage rate, it progresses to step S17 and the control apparatus 40 performs electric power generation control. In this power generation control, as described above, first, the transmission 10 is switched to the neutral state, and then the clutch 27 is switched to the engaged state. Then, MG3 is caused to function as a generator, and MG3 is rotationally driven by engine 2 to generate power and charge battery 4. On the other hand, when it determines with the electrical storage rate of the battery 4 being larger than a target electrical storage rate, it progresses to step S18, and the control apparatus 40 performs the idling stop control which stops the engine 2. FIG.

  After executing the power generation control or the idling stop control, the process proceeds to step S19, and the control device 40 determines whether or not the driver has requested the vehicle 1 to start. The start request is, for example, when the shift lever 44 is moved from the neutral position to a gear stage used when starting the vehicle 1, for example, first speed or second speed, or the accelerator opening is equal to or larger than a predetermined determination opening. What is necessary is just to determine that there was. If it is determined that there is no start request, step S19 is repeatedly executed until there is a start request. On the other hand, when it determines with the start request | requirement having been made, it progresses to step S20, and the control apparatus 40 determines whether the vehicle 1 can be started by MG3. This determination may be performed based on the storage rate of the battery 4, for example. For example, when the storage rate of the battery 4 is equal to or higher than a predetermined determination storage rate, it is determined that the vehicle 1 can be started with MG3, and when the storage rate is less than the determination storage rate, the vehicle 1 is started with MG3. What is necessary is just to determine that it is impossible. For example, a power storage rate that can generate a torque necessary for starting the vehicle 1 by the MG 3 may be set as the determination power storage rate.

  If it is determined in MG3 that the vehicle 1 can be started, the process proceeds to step S21, and the control device 40 executes EV start control. In this EV start control, first, when the engine 2 is in operation, the engine 2 is stopped. Next, the clutch 27 is switched to the released state. Thereafter, the MG 3 is caused to function as an electric motor, and the driving wheel 5 is driven by the MG 3 to start the vehicle 1. In this EV start control, the target storage rate of the battery 4 is changed to the normal target storage rate. Thereafter, the current control routine is terminated.

  On the other hand, when it is determined by MG3 that vehicle 1 cannot be started, the process proceeds to step S22, and control device 40 executes engine start control. In this engine start control, first, when the engine 2 is stopped, the engine 2 is started. Next, the gear position of the transmission 10 is switched to the gear position corresponding to the position where the shift lever 44 is moved. Thereafter, the vehicle 1 is started with the clutch 27 in a half-clutch state. Thereafter, the current control routine is terminated.

  As described above, in the present invention, when the traveling environment of the vehicle 1 is a predetermined specific traveling environment and the vehicle 1 is stopped, the target storage rate of the battery 4 is changed according to the degree of wear of the clutch 27. At this time, the higher the degree of wear of the clutch 27, the higher the target power storage rate, so the power storage rate of the battery 4 can be increased. Therefore, the vehicle 1 can be started by MG3. As a result, the frequency of starting the vehicle 1 by the engine 2 can be reduced, so that the progress of wear of the clutch 27 can be suppressed.

  In addition, the control apparatus 40 functions as a deterioration degree acquisition unit of the present invention by executing Step S11, and functions as a target power storage rate changing unit of the present invention by executing Step S15.

  5 and 6 show a modified example of the vehicle control routine. As shown in these drawings, this modification is different from the step S14 in that steps S31 to S37 are provided, and the rest is the same as FIG. Therefore, in this modified example, the processes common to those in FIG.

  In this control routine, the control device 40 advances the process in the same manner as in FIG. 3 until step S13. If it is determined in step S13 that the vehicle is stopped, the process proceeds in the same manner as in FIG. On the other hand, when it determines with the vehicle 1 driving | running | working by step S13, it progresses to step S31 and the control apparatus 40 determines whether EV driving | running | working should be implemented. This determination may be performed based on the driver's required driving force as described above. If it is determined that the EV traveling should be performed, the process proceeds to step S32, and the control device 40 executes EV traveling control. In this EV travel control, the engine 2, MG3, transmission 10, and clutch 27 are controlled so that EV travel is performed. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the EV traveling should not be performed, that is, the engine traveling should be performed, the process proceeds to step S33 in FIG. 6 and whether or not the control device 40 can switch the clutch 27 to the engaged state. judge. As is well known, when the clutch 27 is switched to the engaged state when the vehicle speed is low, the engine 2 may be stalled. Therefore, for example, when the vehicle speed is less than a predetermined determination speed, it is determined that the clutch 27 cannot be switched to the engaged state, and when the vehicle speed is equal to or higher than the determination speed, it is determined that the clutch 27 can be switched to the engaged state. That's fine. The determination speed may be set to an appropriate speed that can avoid the engine stall. If it is determined that the clutch 27 cannot be switched to the engaged state, the process proceeds to step S34, and the control device 40 executes half-clutch travel control. In this half-clutch running control, the clutch 27 is switched to the half-clutch state, and the vehicle 1 is caused to run using a part of the power of the engine 2. The control device 40 controls the engine 2, the MG 3, the transmission 10, and the clutch 27 so that the vehicle 1 is in such a state. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the clutch 27 can be switched to the engaged state, the process proceeds to step S35, and the control device 40 switches the clutch 27 to the engaged state. In subsequent step S36, the control device 40 executes engine running control. In this engine travel control, the engine 2, MG3, transmission 10, and clutch 27 are controlled so that the engine travel described above is performed. In the next step S37, the control device 40 changes the target power storage rate based on the degree of wear of the clutch 27. In this process, the target power storage rate is changed with reference to FIG. 4 as in step S15. Thereafter, the current control routine is terminated.

  In this modified example, even when the vehicle 1 is running only with the engine 2, the target power storage rate is changed according to the degree of wear of the clutch 27. In this case, when the degree of wear of the clutch 27 is high, the power storage rate of the battery 4 can be maintained at a high level. Therefore, the number of times of starting the vehicle 1 with the engine 2 can be further reduced. Therefore, the progress of wear of the clutch 27 can be further suppressed.

  7 and 8 show another modification of the vehicle control routine. In this modified example, the processes common to those in FIGS. 3, 5, and 6 are denoted by the same reference numerals and description thereof is omitted. In this modification, the target power storage rate is changed with reference to the degree of deterioration of the battery 4 in addition to the degree of wear of the clutch 27.

  In the control routine of FIG. 7, the control device 40 proceeds with the process in the same manner as in FIG. 3 until step S <b> 12. When it determines with the driving environment of the vehicle 1 being a specific driving environment by step S12, it progresses to step S41 and the control apparatus 40 sets a clutch protection flag and a battery protection flag. These flags are set based on the map shown in FIG. As is apparent from this figure, when the degree of wear of the clutch 27 is less than the judgment wear degree A and the degree of deterioration of the battery 4 is less than the judgment deterioration degree D, both the battery protection flag and the clutch protection flag are turned off. Can be switched. In addition, both the battery protection flag and the clutch protection flag are switched off when the degree of wear of the clutch 27 is equal to or greater than the determination wear degree A and the degree of deterioration of the battery 4 is equal to or greater than the determination deterioration degree D. On the other hand, when the degree of wear of the clutch 27 is less than the judgment wear degree A and the degree of deterioration of the battery 4 is greater than or equal to the judgment deterioration degree D, the battery protection flag is switched on and the clutch protection flag is switched off. When the degree of wear of the clutch 27 is equal to or greater than the judgment wear degree A and the degree of deterioration of the battery 4 is less than the judgment deterioration degree D, the battery protection flag is switched off and the clutch protection flag is switched on. The determination wear degree A is set as a reference for determining whether or not the clutch 27 should be protected from the battery 4, and the determination deterioration degree D is set as a reference for determining whether or not the battery 4 should be protected from the clutch 27. Value. These may be appropriately set according to the specifications of the battery 4 and the clutch 27.

  In the next step S13, the control device 40 determines whether or not the vehicle 1 is stopped. If it is determined that the vehicle 1 is stopped, the process proceeds to step S42, and the control device 40 determines whether or not the battery protection flag is on. If it is determined that the battery protection flag is off, the process proceeds to step S15, and thereafter the process proceeds as in FIG. On the other hand, when it determines with a battery protection flag being ON, it progresses to step S43 and the control apparatus 40 sets a normal time target electrical storage rate to a target electrical storage rate. Thereafter, the process proceeds to step S16, and the process proceeds to step S19 in the same manner as in FIG. When an affirmative determination is made in step S19, the process proceeds to step S44, and it is determined whether an MG start condition for starting the vehicle 1 is satisfied in MG3. This MG start condition is determined to be satisfied when the storage rate of the battery 4 is equal to or higher than the determination storage rate and the battery protection flag is off, as in step S20 described above. On the other hand, when the storage rate of the battery 4 is less than the determination storage rate or the battery protection flag is on, it is determined that the MG start condition is not satisfied. When it is determined that the MG start condition is satisfied, the process proceeds to step S21, and the control device 40 executes EV start control. Thereafter, the current control routine is terminated. On the other hand, when it is determined that the MG start condition is not satisfied, the process proceeds to step S22, and the control device 40 executes engine start control. Thereafter, the current control routine is terminated.

  On the other hand, when it determines with the vehicle 1 driving | running | working, it progresses to step S31 of FIG. 8, and the control apparatus 40 determines whether EV driving | running | working should be implemented. If it is determined that the EV traveling should be performed, the process proceeds to step S32, and the control device 40 executes EV traveling control. In the next step S45, the control device 40 determines whether or not the clutch protection flag is on. When it is determined that the clutch protection flag is on, the process proceeds to step S46, and the control device 40 decreases the target power storage rate. The lower limit value that can reduce the storage rate is determined according to the capacity and specifications of the battery 4. Therefore, in this process, the target storage rate may be appropriately reduced so that the storage rate of the battery 4 does not decrease excessively according to the capacity and specifications of the battery 4. Thereafter, the current control routine is terminated. On the other hand, if it is determined that the clutch protection flag is OFF, the process proceeds to step S47, and the control device 40 sets the normal target storage rate as the target storage rate. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the engine traveling should be performed, the process proceeds to step S33, and the control device 40 determines whether or not the clutch 27 can be switched to the engaged state. If it is determined that the clutch 27 cannot be switched to the engaged state, the process proceeds to step S34, and the control device 40 executes half-clutch travel control. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the clutch 27 can be switched to the engaged state, the process proceeds to step S35, and the control device 40 switches the clutch 27 to the engaged state. In subsequent step S36, the control device 40 executes engine running control. In the next step S48, the control device 40 determines whether or not the battery protection flag is on. When it is determined that the battery protection flag is off, the process proceeds to step S37, and the control device 40 changes the target storage rate based on the degree of wear of the clutch 27. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the battery protection flag is on, the process proceeds to step S49, and the control device 40 sets the normal target storage rate as the target storage rate. Thereafter, the current control routine is terminated.

  In this modified example, when the degree of deterioration of the battery 4 is greater than or equal to the determination deterioration degree D and the degree of wear of the clutch 27 is less than the determination wear degree A, the target power storage is performed even if the driving environment of the vehicle 1 is a specific driving environment. The rate is set to the normal target storage rate, and the target storage rate is not increased. In this case, since it becomes difficult to charge the battery 4 as compared with the case where the target power storage rate is increased, the progress of the deterioration of the battery 4 can be suppressed. Moreover, since the vehicle 1 is started by the engine 2 when the battery protection flag is on, the charge / discharge frequency of the battery 4 can be reduced. Therefore, the progress of deterioration of the battery 4 can be further suppressed. On the other hand, when the degree of wear of the clutch 27 is equal to or higher than the judgment wear degree A and the degree of deterioration of the battery 4 is less than the judgment deterioration degree D, the target power storage rate is lowered. Thereby, the period which can implement EV driving | running can be lengthened. In this case, since the operation frequency of the clutch 27 decreases, the progress of wear of the clutch 27 can be further suppressed. Also in this modification, when the degree of deterioration of the battery 4 is less than the judgment deterioration degree D and the degree of wear of the clutch 27 is less than the judgment wear degree A, or the degree of deterioration of the battery 4 is equal to or more than the judgment deterioration degree D and the clutch 27 is worn. Is equal to or greater than the judgment wear degree A, the target storage rate is changed according to the degree of wear of the clutch 27. When the battery protection flag is off, the vehicle 1 is started with MG3. Therefore, the progress of wear of the clutch 27 can be suppressed. Thus, in this modification, the progress of wear of the clutch 27 can be suppressed and the progress of deterioration of the battery 4 can be suppressed.

  In addition, the control apparatus 40 functions as a change prohibition means of this invention by performing step S41, S42, and S43 of FIG. Further, by executing steps S44, S21 and S22, the control device 40 functions as the start control means of the present invention.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of 5 speeds. For example, the maximum forward speed may be a transmission with 4th speed or less or 6th speed or more. Further, the sleeve of the transmission may not be arranged on both the input shaft and the output shaft. All the sleeves may be arranged together on either the input shaft or the output shaft.

  The hybrid vehicle to which the present invention is applied is not limited to a vehicle equipped with a semi-automatic transmission. The present invention may be applied to a hybrid vehicle equipped with a so-called manual transmission in which a driver operates a clutch with a clutch pedal. In this case, the degree of wear of the clutch may be acquired based on the rotational speed difference between the first clutch plate and the second clutch plate and the stroke of the clutch pedal. The rotational speed difference may be acquired with reference to a vehicle speed sensor and an engine rotational speed sensor. The stroke of the clutch pedal may be acquired by providing the clutch pedal with a stroke sensor that outputs a signal corresponding to the stroke. Then, the degree of wear may be acquired based on the change in the correspondence between the position of the clutch pedal and the rotational speed difference.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3 Motor generator 4 Battery 5 Drive wheel 10 Transmission 11 Input shaft 12 Output shaft 27 Clutch 40 Control device (Charge control means, wear degree acquisition means, traveling environment determination means, target power storage rate change means, deterioration Degree acquisition means, change prohibition means, start control means)
G1 to G5 first to fifth transmission gear pairs

Claims (5)

An internal combustion engine;
The internal combustion engine is interposed between the input shaft connected via a clutch, the output shaft connected to the drive wheels so as to be able to transmit power, and the input shaft and the output shaft. A plurality of transmission gear pairs, and selectively establishing rotation transmission from the input shaft to the output shaft by any one of the plurality of transmission gear pairs. A transmission to switch,
A motor / generator connected to the input shaft;
Applied to a hybrid vehicle comprising a battery electrically connected to the motor generator,
A charge control means for charging the battery by generating power by rotating the motor / generator in the internal combustion engine when the storage rate of the battery is equal to or less than a target storage rate when the vehicle is stopped; In the control device provided,
Wear level acquisition means for acquiring the degree of wear of the clutch;
The driving environment of the vehicle is a driving environment in which the frequency at which the vehicle is repeatedly started and stopped within a predetermined time is equal to or higher than a reference value, and a load applied to the clutch when the vehicle is started by the internal combustion engine is a reference. Driving environment determination means for determining whether the driving environment is a specific driving environment including a driving environment exceeding the load;
When the travel environment determining means determines that the travel environment of the vehicle is the specific travel environment, and the degree of wear acquired by the wear level acquisition means when the vehicle is stopped is high, the wear A control device comprising: a target power storage rate changing unit that increases the target power storage rate than when the degree of wear acquired by the power acquisition unit is low.   The control device according to claim 1, wherein the target power storage rate changing unit increases the target power storage rate as the degree of wear acquired by the wear level acquisition unit increases. A deterioration degree acquisition means for acquiring the degree of deterioration of the battery;
When the degree of deterioration acquired by the deterioration degree acquisition means is equal to or greater than a predetermined determination deterioration degree and the degree of wear acquired by the wear degree acquisition means is less than a predetermined determination wear degree, the target power storage rate changing means The change of the target power storage rate is prohibited, and when the degree of deterioration acquired by the deterioration level acquisition unit is less than the determination deterioration level, the target power storage rate change unit by the target power storage rate change unit is permitted. The control device according to claim 1, further comprising a change prohibiting unit.   When the degree of deterioration acquired by the deterioration degree acquisition means is equal to or higher than the determination deterioration degree and the degree of wear acquired by the wear degree acquisition means is less than the determination wear degree, the vehicle is started by the internal combustion engine. 4. The control according to claim 3, further comprising: a start control unit that starts the vehicle with the motor / generator when the degree of deterioration acquired by the deterioration level acquisition unit is less than the determination deterioration level. apparatus.   The target power storage rate changing means is acquired by the wear degree acquiring means even when the driving environment determining means determines that the driving environment of the vehicle is the specific driving environment and the vehicle is running. The control device according to any one of claims 1 to 4, wherein when the degree of wear is high, the target power storage rate is set higher than when the degree of wear acquired by the wear level acquisition unit is low.

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