JP2007069787A - Deceleration controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an acceleration/deceleration controller of a hybrid vehicle for acquiring deceleration according to the intention of a driver when reducing a speed by releasing an accelerator from a traveling state, and for extending a traveling distance by inertia traveling, and for improving fuel cost. <P>SOLUTION: In the deceleration controller of the hybrid vehicle, a hybrid driving system is configured by interposing a first clutch CL1 between an engine E and a motor generator MG, and interposing a second clutch LC 2 between the motor generator MG and a driven wheel, and a deceleration control means for controlling the deceleration of the vehicle when reducing a speed is installed. The deceleration control means arbitrarily controls the deceleration of the vehicle including the small inertial traveling of the deceleration based on selecting operation by a driver when reducing a speed by releasing an accelerator from a traveling state. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a deceleration control device for a hybrid vehicle in which a first clutch is interposed between an engine and a motor generator and a second clutch is interposed between the motor generator and a drive wheel to constitute a hybrid drive system. About.

A flywheel and a first clutch are arranged behind the engine output shaft, and a motor generator is arranged coaxially behind the flywheel and the first clutch. Further, the transmission is arranged behind and on the same axis. By the “combination of disengagement and engagement” between the first clutch between the engine and the motor generator and the second clutch in the transmission, electric vehicle travel, engine + motor assist travel, power generation, regeneration, engine start, engine brake A hybrid drive system capable of traveling control is known (for example, see Patent Document 1).
JP-A-11-82260

  However, in the hybrid drive system described above, when the accelerator release operation is performed during traveling, the vehicle is decelerated by a preset deceleration. Therefore, even if the accelerator release operation is performed during traveling, the operation is decelerated. In addition, there is a problem that the travel distance cannot be extended by coasting.

  The present invention has been made paying attention to the above problems, and when decelerating from the running state by the accelerator release operation, it is possible to obtain a deceleration according to the driver's intention, and to increase the traveling distance by inertial running and to improve fuel efficiency. An object of the present invention is to provide a deceleration control device for a hybrid vehicle that can improve the speed.

In order to achieve the above object, in the present invention, a first clutch is interposed between the engine and the motor generator, and a second clutch is interposed between the motor generator and the drive wheel to constitute a hybrid drive system. And
In a deceleration control device for a hybrid vehicle provided with a deceleration control means for controlling the deceleration of the vehicle during a deceleration operation,
The deceleration control means arbitrarily controls the deceleration of the vehicle including inertial traveling with a small deceleration based on a selection operation or an adjustment operation by a driver when decelerating by an accelerator release operation from a traveling state. .

Therefore, in the deceleration control device for a hybrid vehicle of the present invention, when the vehicle is decelerated by the accelerator release operation from the traveling state, the deceleration control means performs inertial traveling with small deceleration based on the selection operation or adjustment operation by the driver. Including vehicle deceleration is arbitrarily controlled.
In other words, the driver's required deceleration at the time of accelerator release operation from the running state is such that some drivers feel that the preset deceleration is too large, and some drivers feel that it is too small. Different for each. On the other hand, for example, a driver who feels that the normal deceleration (predetermined deceleration) is too large performs a selection operation or an adjustment operation so as to obtain a deceleration smaller than the normal deceleration, and feels that the driver is too small. The driver can obtain a deceleration according to the driver's intention by performing a selection operation or an adjustment operation so as to obtain a deceleration larger than the normal deceleration. When the driver performs a selection operation or an adjustment operation so as to obtain inertial traveling with a small deceleration, the traveling distance is extended by inertial traveling of the vehicle when the accelerator is released from the traveling state.
As a result, when the vehicle is decelerated by the accelerator release operation from the running state, a deceleration according to the driver's intention can be obtained, and the running distance can be extended by inertial running to improve fuel efficiency.

  Hereinafter, the best mode for realizing a deceleration control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the deceleration control device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a flywheel FW, a motor generator MG, a first clutch CL1, a second clutch CL2, and an automatic transmission AT (= Transmission T / M), propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), right rear wheel RR (drive wheel), and left front wheel FL and right front wheel FR.

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later. Note that a flywheel FW is provided on the output shaft of the engine E.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The first clutch CL1 is a hydraulic single-plate clutch interposed between the engine E and the motor generator MG. The first clutch CL1 is based on a control command from a first clutch controller 5 described later. By the control hydraulic pressure generated by 6, fastening / opening is controlled including sliding fastening and sliding opening.

  The second clutch CL2 is a hydraulic multi-plate clutch interposed between the motor generator MG and the left and right rear wheels RL, RR. The second clutch CL2 is based on a control command from the AT controller 7 described later. The fastening / opening is controlled by the control hydraulic pressure generated by the hydraulic unit 8 including sliding fastening and sliding opening.

  The automatic transmission AT is, for example, a transmission that automatically switches a stepped gear ratio such as forward 5 speed reverse 1 speed or forward 6 speed reverse 1 speed according to vehicle speed, accelerator opening, etc. The two-clutch CL2 is not newly added as a dedicated clutch, but uses some frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, and in response to a target engine torque command or the like from the integrated controller 10, a command for controlling the engine operating point (Ne, Te) is, for example, Output to the throttle valve actuator (not shown). Information on the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and responds to a target motor generator torque command from the integrated controller 10 to the motor operating point (Nm, Tm) of the motor generator MG. ) Is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4, and the battery SOC information is used as control information for the motor generator MG and supplied to the integrated controller 10 via the CAN communication line 11. To do.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and engages / releases the first clutch CL 1 in accordance with a first clutch control command from the integrated controller 10. Is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, and the second clutch hydraulic pressure sensor 18, and in response to a second clutch control command from the integrated controller 10, the second clutch control in the shift control. , A command for controlling engagement / disengagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Information about the accelerator opening AP and the vehicle speed VSP is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, the required braking force is obtained from the brake stroke BS. When the regenerative braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (hydraulic braking force or motor braking force).

The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotation speed Nm, and the second clutch output rotation speed. Via the second clutch output speed sensor 22 for detecting N2out, the information from the second clutch torque sensor 23 for detecting the second clutch torque TCL2, the selection information from the deceleration mode selection switch 24, and the CAN communication line 11 Enter the information obtained. Then, operation control of the engine E is performed by a control command to the engine controller 1, operation control of the motor generator MG is performed by a control command to the motor controller 2, and a first control command to the first clutch controller 5 is performed. Engagement / release control of the clutch CL1 is performed, and engagement / release control of the second clutch CL2 is performed by a control command to the AT controller 7.
The deceleration mode selection switch 24 is a switch for selecting one deceleration mode from a plurality of deceleration modes including an inertia running mode by a driver's manual selection operation.
Select the deceleration mode that can be selected by manual operation when you do not want to obtain deceleration when the accelerator is released and decelerate, and when you want to obtain normal deceleration when you decelerate the accelerator and decelerate. Select "Deceleration normal mode", "Deceleration large mode" when you want to obtain a large deceleration when the accelerator is released and decelerate, and "Deceleration maximum mode" when you want to obtain a larger deceleration when you decelerate the accelerator and decelerate And having.

Next, the basic operation mode of the hybrid vehicle of the first embodiment will be described.
If the battery SOC is low during the stop, the engine E is started to generate electric power, and the battery 4 is charged. When the battery SOC is in the normal range, the first clutch CL1 is engaged and the engine E is stopped while the second clutch CL2 remains open.
When the engine starts, the motor generator MG is rotated according to the accelerator opening AP and the battery SOC state to switch to power running / power generation.
When the motor starts, when the output rotation of the automatic transmission AT becomes negative due to rollback, slip control of the second clutch CL2 is performed, and the rotation of the motor generator MG is maintained at the positive rotation. Next, the driving force is increased until the vehicle moves forward, and the second clutch CL2 is shifted from slip control to engagement.
Motor running secures motor torque and battery output necessary for starting the engine, and shifts to engine running if insufficient.
In order to improve fuel efficiency, motor running and power generation and charging are performed as a set (due to restrictions on motor torque and battery output, the travelable range is limited to low loads).
The power generation additional charging is performed by adding the power generation torque to the torque required for traveling, aiming at the minimum point of engine fuel consumption (however, power generation is not performed when the battery SOC rises).
To improve the response when the accelerator is depressed, the motor generator MG assists the engine torque delay.
When the brake is decelerated, the deceleration force corresponding to the driver's brake operation is obtained by regenerative cooperative brake control.
At the time of shifting during engine traveling or motor traveling, the motor generator MG is regenerated / powered to adjust the rotational speed associated with the shifting during acceleration / deceleration, and smooth shifting without a torque converter is performed.

  FIG. 2 is a flowchart showing a main routine of the deceleration control process executed by the integrated controller 10 according to the first embodiment. Each step will be described below (deceleration control means). In this flowchart, the processing starts while the vehicle is running.

  In Step S1, it is determined whether or not the accelerator is OFF (= when the foot is released from the accelerator pedal). If Yes, the process proceeds to Step S2, and if No, the determination in Step S1 is repeated.

  In step S2, following the accelerator OFF determination in step S1, it is determined whether or not “deceleration normal mode” is selected by the deceleration mode selection switch 24. If yes, the process proceeds to step S3. The process proceeds to step S9.

In step S3, following the determination at the time of selection of “deceleration normal mode” in step S2, it is determined whether or not the battery SOC is small. If Yes, the process proceeds to step S4. If No, the process proceeds to step S6. Transition.
Here, it is determined that the battery SOC is small. The battery SOC threshold is defined as the charge capacity with which the battery 4 can be charged by the regenerative brake, and the battery SOC is small when the battery SOC at that time is equal to or less than the battery SOC threshold. If the battery SOC at that time exceeds the battery SOC threshold, it is determined that the battery SOC is large.

  In step S4, following the determination that the battery SOC in step S3 is small, a command to release the first clutch CL1 and engage the second clutch CL2 is output, and the process proceeds to step S5.

  In step S5, following the first clutch disengagement / second clutch engagement command in step S4, the motor generator MG outputs a command to execute regenerative braking, and the process proceeds to return.

  In step S6, following the determination that the battery SOC is large in step S3, a command for engaging both the first clutch CL1 and the second clutch CL2 is output, and the process proceeds to step S7.

  In step S7, following the command for engaging the first clutch and the second clutch in step S6, a command to execute engine braking is output, and the process proceeds to return.

  In step S8, following the determination at the time of non-selection of “deceleration normal mode” in step S2, it is determined whether or not “deceleration small mode” is selected by the deceleration mode selection switch 24. If yes, the process proceeds to step S9. If No, the process proceeds to step S14.

  In step S9, following the determination at the time of the selection of “small deceleration mode” in step S8, it is determined whether or not the battery SOC is large. If Yes, the process proceeds to step S10, and if No, the process proceeds to step S12. Transition.

  In step S10, following the determination that the battery SOC is large in step S9, a command to release both the first clutch CL1 and the second clutch CL2 is output, and inertial running is enabled, and the process proceeds to step S11.

  In step S11, following the command for releasing the first clutch and the second clutch in step S10, the cooperative brake is turned OFF to realize inertial running, and the process proceeds to return.

  In step S12, following the determination in step S9 that the battery SOC is small, a command to engage the first clutch CL1 and release the second clutch CL2 is output, and the process proceeds to step S13.

  In step S13, following the first clutch engagement / second clutch release command in step S12, while generating power by the motor generator MG, the cooperative brake is turned off to achieve inertial running, and the process proceeds to return.

  In step S14, it is determined whether or not “deceleration large mode” is selected by the deceleration mode selection switch 24 following the determination when “deceleration small mode” is not selected in step S8. If yes, the process proceeds to step S15. If No, the process proceeds to step S22.

  In step S15, following the determination when “deceleration large mode” is selected in step S14, it is determined whether or not the battery SOC is small. If Yes, the process proceeds to step S16. If No, the process proceeds to step S19. Transition.

  In step S16, following the determination that the battery SOC is low in step S15, a command to release the first clutch CL1 and engage the second clutch CL2 is output, and the process proceeds to step S17.

  In step S17, regenerative braking by the motor generator MG is executed following the first clutch disengagement / second clutch engagement command in step S16, and the process proceeds to step S18.

  In step S18, following execution of the regenerative brake in step S17, mechanical cooperative brake is performed in cooperation with the regenerative brake, and the process proceeds to return.

  In step S19, following the determination that the battery SOC is large in step S15 or step S23, a command for engaging both the first clutch CL1 and the second clutch CL2 is output, and the process proceeds to step S20.

  In step S20, following the command for engaging the first clutch and the second clutch in step S19, engine braking is executed, and the process proceeds to step S21.

  In step S21, following the execution of the engine brake in step S20, a mechanical cooperative brake is performed in cooperation with the engine brake, and the process proceeds to return.

  In step S22, it is determined whether or not “deceleration maximum mode” is selected by the deceleration mode selection switch 24 following the determination when “deceleration large mode” is not selected in step S14. If yes, the process proceeds to step S23. If No, the process proceeds to step S2.

  In step S23, it is determined whether or not the battery SOC is small following the determination when the “maximum deceleration mode” is selected in step S22. If Yes, the process proceeds to step S24. If No, the process proceeds to step S19. Transition.

  In step S24, following the determination in step S23 that the battery SOC is low, a command to engage both the first clutch CL1 and the second clutch CL2 is output, and the process proceeds to step S25.

  In step S25, following the first clutch / second clutch engagement command in step S24, regenerative braking by the motor generator MG is executed, and the process proceeds to step S26.

  In step S26, following execution of regenerative braking in step S25, engine braking is executed, and the process proceeds to step S27.

  In step S27, following the execution of the engine brake in step S26, a mechanical cooperative brake by the cooperation of the regenerative brake and the engine brake is executed, and the process proceeds to return.

Next, the operation will be described.
[Deceleration control action]
Conventionally, in a hybrid drive system in which an engine, a flywheel, a first clutch, a motor generator, a second clutch, and a drive wheel are arranged in this order, when an accelerator release operation is performed during traveling at a high speed, for example, FIG. The vehicle is configured to obtain a deceleration corresponding to the vehicle speed by using a preset deceleration map as shown.
For this reason, even if an accelerator foot release operation is performed during traveling, the traveling distance cannot be extended by inertial traveling without deceleration. Further, it is not possible to obtain a deceleration stronger than the deceleration set by the deceleration map.

  On the other hand, in the deceleration control device of the first embodiment, when the vehicle is decelerated by the accelerator release operation from the traveling state, the vehicle deceleration is arbitrarily controlled based on the selection operation by the driver, including inertial traveling with a small deceleration. Thus, when the vehicle is decelerated by the accelerator release operation from the running state, it is possible to obtain a deceleration according to the driver's intention and to improve the fuel efficiency by extending the running distance by inertial running.

In other words, the driver's required deceleration at the time of accelerator release operation from the running state is such that some drivers feel that the preset deceleration is too large, and some drivers feel that it is too small. Different for each.
On the other hand, for example, a driver who feels that the normal deceleration (predetermined deceleration) is too large performs a selection operation so as to obtain a deceleration smaller than the normal deceleration. By performing the selection operation so as to obtain a deceleration larger than the normal deceleration, a deceleration according to the driver's intention can be obtained.
When the driver performs a selection operation so as to obtain inertial traveling with a small deceleration, the traveling distance is extended by the inertial traveling of the vehicle when the accelerator is released from the traveling state.
Therefore, in the deceleration control apparatus according to the first embodiment, when the vehicle is decelerated by the accelerator release operation from the traveling state, it is possible to obtain the deceleration according to the driver's intention and to increase the traveling distance by inertial traveling and to improve the fuel consumption. be able to.

The deceleration control device according to the first embodiment includes a deceleration mode selection switch 24 that selects one deceleration mode from a plurality of deceleration modes including the inertia traveling mode by a driver's manual selection operation.
Therefore, when the driver selects the deceleration mode selection switch 24 to decelerate from the traveling state by the accelerator release operation, a deceleration according to the driver's intention can be obtained and the inertial traveling mode is selected. Can improve the fuel efficiency by extending the mileage by coasting.

The deceleration mode selection switch 24 in the deceleration control device according to the first embodiment is a deceleration mode that can be selected by a manual operation. Select "Deceleration normal mode" when you want to get normal deceleration when you release and decelerate, "Deceleration large mode" when you want to get a large deceleration when you release the accelerator, and decelerate when you decelerate and decelerate "Deceleration maximum mode" selected when it is desired to obtain a larger value.
For this reason, the driver has four deceleration modes, “Deceleration small mode”, “Deceleration normal mode”, “Deceleration large mode”, and “Deceleration maximum mode” as options. The degree of freedom in selecting the deceleration mode can be obtained by the width.

[When deceleration small mode is selected]
If the driver does not want to obtain the deceleration G when decelerating the accelerator pedal, the deceleration mode selection switch 24 selects the “deceleration small mode”, and the battery SOC is large, the accelerator is released during traveling. Then, in the flowchart of FIG. 2, the process of step S1, step S2, step S8, step S9, step S10, step S11, and return is repeated. Accordingly, both the first clutch CL1 and the second clutch CL2 are released in step S10, and the cooperative brake is also turned OFF in step S11.
Therefore, as shown in FIG. 4 (a), the vehicle travels inertially with all the friction of the engine E, the motor generator MG and the automatic transmission AT removed. As a result, the travel distance can be extended, which is effective during deceleration on a downhill or straight road.
In addition, inertial traveling with both the first clutch CL1 and the second clutch CL2 open can be applied not only when the battery SOC is large but also when the battery SOC is small.

If the driver does not want to get the deceleration G when decelerating the accelerator pedal, the deceleration mode selection switch 24 selects “Decelerate small mode” and the battery SOC is small, and the accelerator is released during traveling. Then, in the flowchart of FIG. 2, the process of step S1, step S2, step S8, step S9, step S12, step S13, and return is repeated. Accordingly, the first clutch CL1 is engaged and the second clutch CL2 is released in step S12, and the cooperative brake is turned OFF so that the inertial running is performed while the electric power is generated by the motor generator MG in step S13.
Therefore, as shown in FIG. 4 (b), the vehicle travels inertially with the friction of the engine E, the motor generator MG, and the automatic transmission AT all removed. As a result, the travel distance can be extended, which is effective during deceleration on a downhill or straight road.
In addition, the battery 4 can be charged by the motor generator MG rotated by the engine E, and the battery SOC can be increased to the optimum capacity.
In addition, when the engine driving force is required after re-acceleration after deceleration, since the engine E has been started in advance, the engine starting time is shortened or eliminated, and the engine driving force is responsive to the re-acceleration request. There is a merit that can shift to the engine running mode using.

As described above, in the deceleration control device of the first embodiment, when the “deceleration small mode” is selected by the deceleration mode selection switch 24, the deceleration control means includes the first clutch CL1 and the second clutch regardless of the level of the battery SOC. Relatively run with both clutches CL2 open.
For this reason, it is possible to extend the traveling distance by inertial traveling in a state where all the friction of the engine E, the motor generator MG, and the automatic transmission AT is removed, and to improve the fuel consumption performance.

Further, in the deceleration control device of the first embodiment, the deceleration control means is configured such that the first clutch CL1 is selected when the “deceleration small mode” is selected by the deceleration mode selection switch 24 and the battery SOC is small enough to allow charging. The second clutch CL2 is disengaged and coasting is carried out while the power is engaged.
For this reason, in addition to the fact that the friction of the engine E, the motor generator MG, and the automatic transmission AT is all removed, the mileage can be extended by coasting and the fuel efficiency can be improved, and the battery SOC is increased by power generation. In addition, it is possible to shift to the engine running mode with a good response to a re-acceleration request after deceleration.

[When deceleration normal mode is selected]
If the driver thinks that he wants to obtain deceleration normally when decelerating the accelerator pedal, the “deceleration normal mode” is selected by the deceleration mode selection switch 24, and the battery SOC is small, the accelerator depressing operation is performed during driving. If it does, in the flowchart of FIG. 2, the flow which progresses to step S1-> step S2-> step S3-> step S4-> step S5-> return is repeated. Therefore, the first clutch CL1 is released and the second clutch CL2 is engaged in step S4, and regenerative braking by the motor generator MG is executed in step S5.
Therefore, as shown in FIG. 5 (a), by connecting the motor generator MG and the left and right rear wheels RL and RR via the second clutch CL2, by regenerative rotation of the motor generator MG by the left and right rear wheels RL and RR. Regenerative braking can be applied to generate electricity and obtain normal deceleration. At the same time, the generated power from the motor generator MG can be sent to the battery 4 having a small SOC, and the charging capacity of the battery 4 can be increased.
In this case, the engine E that has been disconnected by the release of the first clutch CL1 is in an idle stop state. If normal deceleration cannot be obtained only by regenerative braking, mechanical cooperative braking (hydraulic braking, motor braking, etc.) is performed in coordination with regenerative braking in accordance with a preset normal deceleration map. Combined.

When the driver wants to obtain deceleration normally when decelerating the accelerator pedal, the deceleration mode selection switch 24 selects “decelerate normal mode” and the battery SOC is large. If it does, in the flowchart of FIG. 2, the flow which progresses to step S1-> step S2-> step S3-> step S6-> step S7-> return is repeated. Therefore, the first clutch CL1 and the second clutch CL2 are both engaged in step S6, and engine braking is executed in step S7.
Therefore, as shown in FIG. 5 (b), the engine E and the left and right rear wheels RL, RR are connected via the first clutch CL1, the motor generator MG, and the second clutch CL2, so that the left and right rear wheels RL, The engine brake is applied by turning the engine E by RR.

Thus, in the deceleration control device of the first embodiment, the deceleration control means opens the first clutch CL1 when the “deceleration normal mode” is selected by the deceleration mode selection switch 24 and the battery SOC permits charging. Then, while disconnecting engine E, second clutch CL2 is engaged and regenerative braking is obtained by motor generator MG.
Therefore, when the “deceleration normal mode” is selected, the battery SOC can be raised while obtaining the normal deceleration required by the driver by executing the regenerative braking.

In the deceleration control device of the first embodiment, the deceleration control means is configured such that when the “deceleration normal mode” is selected by the deceleration mode selection switch 24 and the battery SOC does not allow charging, the first clutch CL1 and the second clutch Connect the CL2 together and apply the engine brake.
Therefore, when the “deceleration normal mode” is selected, the normal deceleration requested by the driver can be obtained by executing the engine brake, as in the engine vehicle.

[When deceleration large mode is selected]
If the driver wants to obtain a large deceleration during deceleration when the accelerator is released, the deceleration mode selection switch 24 selects the “deceleration large mode” and the battery SOC is small. Then, in the flowchart of FIG. 2, the flow of step S1, step S2, step S8, step S14, step S15, step S16, step S17, step S18 and return is repeated. Therefore, the first clutch CL1 is released and the second clutch CL2 is engaged in step S16, the regenerative braking by the motor generator MG is executed in step S17, and the mechanical cooperative braking is performed in cooperation with the regenerative brake in step S18. Execute.
Therefore, as shown in FIG. 6 (a), by connecting the motor generator MG and the left and right rear wheels RL, RR via the second clutch CL2, by regenerative rotation of the motor generator MG by the left and right rear wheels RL, RR. Regenerative braking can be applied to generate power and obtain deceleration. At the same time, the generated power from the motor generator MG can be sent to the battery 4 having a small SOC, and the charging capacity of the battery 4 can be increased. In addition, in this case, by using the mechanical cooperative brake together, it is possible to obtain a large deceleration while compensating for the insufficient deceleration due to the regenerative brake while maximizing the regenerative energy. The combined use of this mechanical cooperative brake (hydraulic brake, motor brake, etc.) is coordinated to obtain the target deceleration value by adding the maximum regenerative brake and mechanical brake in accordance with a preset large deceleration map. Perform by control.

If the driver wants to obtain a large deceleration during deceleration when the accelerator is released, the deceleration mode selection switch 24 selects “deceleration large mode” and the battery SOC is large, and the accelerator is released during traveling. Then, in the flowchart of FIG. 2, the flow of step S1, step S2, step S8, step S14, step S15, step S19, step S20, step S21, and return is repeated. Accordingly, the first clutch CL1 and the second clutch CL2 are both engaged in step S19, engine braking is executed in step S20, and mechanical cooperative braking is executed in cooperation with the engine brake in step S21.
Therefore, as shown in FIG. 6 (b), the engine E and the left and right rear wheels RL, RR are connected via the first clutch CL1, the motor generator MG, and the second clutch CL2, so that the left and right rear wheels RL, The engine brake is applied by turning the engine E by RR. In addition, in this case, by using a mechanical cooperative brake together, a large deceleration can be obtained by compensating for the insufficient deceleration due to the engine brake. This mechanical cooperative brake (hydraulic brake, motor brake, etc.) is used together by cooperative control that obtains a deceleration target value as the sum of the engine brake and mechanical brake in accordance with a preset large deceleration map. .

Thus, in the deceleration control device of the first embodiment, the deceleration control means opens the first clutch CL1 when the “deceleration large mode” is selected by the deceleration mode selection switch 24 and the battery SOC permits charging. Then, the second clutch CL2 is engaged while the engine E is disconnected, and the regenerative brake by the motor generator MG and the mechanical cooperative brake by cooperation with the regenerative brake are combined.
For this reason, by using the regenerative brake and the cooperative brake together, it is possible to obtain the large deceleration intended by the driver by compensating the shortage of the deceleration due to the regenerative brake with the cooperative brake while taking the maximum regenerative energy.

In the deceleration control apparatus of the first embodiment, the deceleration control means is configured such that when the “deceleration large mode” is selected by the deceleration mode selection switch 24 and the battery SOC does not allow charging, the first clutch CL1 and the second clutch CL2 is fastened together, combining engine brakes and mechanical cooperative brakes in cooperation with engine brakes.
For this reason, by using the engine brake and the cooperative brake together, even if the battery SOC does not allow charging, the lack of deceleration due to the engine brake can be compensated by the cooperative brake to obtain a large deceleration intended by the driver. it can.

[When the maximum deceleration mode is selected]
If the driver wants to obtain even greater deceleration when decelerating the accelerator pedal and the “deceleration maximum mode” is selected by the deceleration mode selection switch 24 and the battery SOC is small, the driver can perform the accelerator depressing operation while driving. When this is done, in the flowchart of FIG. 2, the flow of steps S1 → Step S2 → Step S8 → Step S14 → Step S22 → Step S23 → Step S24 → Step S25 → Step S26 → Step S27 → Return is repeated. Therefore, both the first clutch CL1 and the second clutch CL2 are engaged in step S24, regenerative braking by the motor generator MG is executed in step S25, engine braking is executed in step S26, and regeneration is performed in step S27. A mechanical cooperative brake is executed in cooperation with the brake and the engine brake.
Therefore, as shown in FIG. 7 (a), by connecting the motor generator MG and the left and right rear wheels RL and RR via the second clutch CL2, by regenerative rotation of the motor generator MG by the left and right rear wheels RL and RR. Regenerative braking can be applied to generate power and obtain deceleration. At the same time, the generated power from the motor generator MG can be sent to the battery 4 having a small SOC, and the charging capacity of the battery 4 can be increased. Further, the engine brake can be applied by turning the engine E with the left and right rear wheels RL and RR. In addition, in this case, by using a mechanical cooperative brake together, it is possible to obtain the maximum deceleration while compensating for the shortage of the deceleration due to the regenerative brake and the engine brake while taking the maximum regenerative energy. In addition, the combined use of this mechanical cooperative brake (hydraulic brake, motor brake, etc.) is based on the preset maximum deceleration map, and the deceleration target value is the sum of the maximum regenerative brake, engine brake and mechanical brake. It is performed by cooperative control to obtain That is, the regenerative brake is maximized, and then the deceleration rate is determined in the order of engine brake and cooperative brake.

If the driver wants to obtain even greater deceleration when decelerating the accelerator pedal, the deceleration mode selection switch 24 selects “maximum deceleration mode” and the battery SOC is large. 2 is repeated in the flowchart of FIG. 2 in the order of step S1, step S2, step S8, step S14, step S22, step S23, step S19, step S20, step S21, and return. Accordingly, the first clutch CL1 and the second clutch CL2 are both engaged in step S19, engine braking is executed in step S20, and mechanical cooperative braking is executed in cooperation with the engine brake in step S21.
Accordingly, as shown in FIG. 7 (b), the engine E and the left and right rear wheels RL, RR are connected via the first clutch CL1, the motor generator MG, and the second clutch CL2, so that the left and right rear wheels RL, The engine brake is applied by turning the engine E by RR. In addition, in this case, by using a mechanical cooperative brake together, a large deceleration can be obtained by compensating for the insufficient deceleration due to the engine brake. In addition, the combined use of this mechanical cooperative brake (hydraulic brake, motor brake, etc.) is performed by cooperative control that obtains a deceleration target value by the sum of the engine brake and the mechanical brake in accordance with a preset maximum deceleration map. .

As described above, in the deceleration control device of the first embodiment, the deceleration control means is configured such that when the “deceleration maximum mode” is selected by the deceleration mode selection switch 24 and the battery SOC permits charging, the first clutch CL1 and the first clutch The two clutches CL2 are fastened together, combining three brakes: regenerative brake by motor generator MG, engine brake, and mechanical cooperative brake by cooperation of regenerative brake and engine brake.
For this reason, by combining the three brakes of the regenerative brake, engine brake, and cooperative brake, the driver compensates for the lack of deceleration due to the regenerative brake with the engine brake and the cooperative brake while taking the maximum regenerative energy. The intended maximum deceleration can be obtained.

In the deceleration control apparatus of the first embodiment, the deceleration control means is configured such that when the “deceleration maximum mode” is selected by the deceleration mode selection switch 24 and the battery SOC does not allow charging, the first clutch CL1 and the second clutch CL2 is fastened together, combining engine brakes and mechanical cooperative brakes in cooperation with engine brakes.
For this reason, by using the engine brake and the cooperative brake together, even if the battery SOC does not allow charging, it is possible to compensate for the insufficient deceleration due to the engine brake by the cooperative brake to obtain the maximum deceleration intended by the driver. it can.

Next, the effect will be described.
In the hybrid vehicle deceleration control apparatus according to the first embodiment, the following effects can be obtained.

  (1) The first clutch CL1 is interposed between the engine E and the motor generator MG, and the second clutch CL2 is interposed between the motor generator MG and the driving wheel to constitute a hybrid drive system, and the speed is reduced. In the hybrid vehicle deceleration control device including a deceleration control unit that controls the deceleration of the vehicle during operation, the deceleration control unit is configured to decelerate based on a selection operation by a driver when decelerating by an accelerator release operation from a running state. Since the vehicle's deceleration is controlled arbitrarily, including a small inertial driving, when the vehicle decelerates by depressing the accelerator from the driving state, it is possible to obtain a deceleration according to the driver's intention and to reduce the driving distance by inertial driving. It is possible to improve fuel consumption by extending the fuel consumption.

  (2) Since the deceleration control means has a deceleration mode selection switch 24 for selecting one deceleration mode from a plurality of deceleration modes including the inertia traveling mode by a manual selection operation of the driver, the deceleration mode selection switch 24 When the driver decelerates from the running state by the driver's selection operation, the vehicle can get a deceleration according to the driver's intention, and when the coasting mode is selected, the traveling distance is extended by coasting. The fuel consumption can be improved.

  (3) The deceleration mode selection switch 24 is a deceleration mode that can be selected by manual operation. The deceleration mode selection switch 24 selects “deceleration small mode” that is selected when deceleration is not desired when the accelerator is released. Select "Deceleration normal mode" when you want to get normal, and "Deceleration large mode" when you want to get a large deceleration during deceleration when the accelerator is released. Since there are “deceleration maximum mode” to be selected in the case, four deceleration modes can be selected as options, and the degree of freedom of selection of the deceleration mode can be obtained with a wide deceleration control range when decelerating the accelerator pedal.

  (4) When the “deceleration small mode” is selected by the deceleration mode selection switch 24, the deceleration control means releases both the first clutch CL1 and the second clutch CL2 regardless of the level of the battery SOC. Since the vehicle travels, the travel distance can be extended by inertial traveling with all of the friction of the engine E, the motor generator MG, and the automatic transmission AT removed, and the fuel efficiency can be improved.

  (5) When the “deceleration small mode” is selected by the deceleration mode selection switch 24 and the battery SOC is small enough to allow charging, the deceleration control means engages the first clutch CL1 and generates power. Since the coasting is performed with the second clutch CL2 opened, the traveling distance can be extended by coasting with all the friction of the engine E, the motor generator MG, and the automatic transmission AT removed, and the fuel efficiency can be improved. In addition to this, it is possible to increase the battery SOC by power generation, and it is possible to shift to the engine running mode with good response to a re-acceleration request after deceleration.

  (6) When the "deceleration normal mode" is selected by the deceleration mode selection switch 24 and the battery SOC permits charging, the deceleration control means opens the first clutch CL1 and disconnects the engine E while To obtain the regenerative brake by the motor generator MG with the two clutch CL2 engaged, the battery SOC can be raised while the normal deceleration required by the driver is obtained by executing the regenerative brake when the “deceleration normal mode” is selected. it can.

  (7) When the deceleration normal mode is selected by the deceleration mode selection switch 24 and the battery SOC does not permit charging, the deceleration control means engages both the first clutch CL1 and the second clutch CL2 to engine. In order to apply the brake, when the “deceleration normal mode” is selected, the normal deceleration requested by the driver can be obtained by executing the engine brake in the same manner as the engine vehicle.

  (8) When the “deceleration large mode” is selected by the deceleration mode selection switch 24 and the battery SOC permits charging, the deceleration control means opens the first clutch CL1 and disconnects the engine E while 2 clutch CL2 is engaged, and regenerative brake by motor generator MG and mechanical cooperative brake by cooperation with regenerative brake are combined. Therefore, regenerative brake and cooperative brake are combined to maximize the regenerative energy. However, the lack of deceleration due to the regenerative brake can be compensated for by the cooperative brake, and a large deceleration intended by the driver can be obtained.

  (9) The deceleration control means engages both the first clutch CL1 and the second clutch CL2 when the “deceleration large mode” is selected by the deceleration mode selection switch 24 and the battery SOC does not permit charging, The combination of the brake and the mechanical cooperative brake by coordinating with the engine brake is combined with the engine brake and the cooperative brake. This can be compensated for by the coordinated brake, and a large deceleration intended by the driver can be obtained.

  (10) The deceleration control means engages both the first clutch CL1 and the second clutch CL2 when the “deceleration maximum mode” is selected by the deceleration mode selection switch 24 and the battery SOC permits charging, and the motor In order to combine the three brakes of the regenerative brake by the generator MG, the engine brake, and the mechanical cooperative brake by the coordination of the regenerative brake and the engine brake, the three brakes of the regenerative brake, the engine brake and the cooperative brake are used in combination. Thus, the maximum deceleration intended by the driver can be obtained by compensating for the insufficient deceleration due to the regenerative brake with the engine brake and the cooperative brake while taking the maximum regenerative energy.

  (11) The deceleration control means engages both the first clutch CL1 and the second clutch CL2 when the “deceleration maximum mode” is selected by the deceleration mode selection switch 24 and the battery SOC does not allow charging, and the engine The combination of the brake and the mechanical cooperative brake by coordinating with the engine brake is combined with the engine brake and the cooperative brake. Can be compensated by cooperative braking to obtain the maximum deceleration that the driver intends.

  As mentioned above, although the deceleration control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, the deceleration control unit includes the deceleration mode selection switch 24 that selects one deceleration mode from a plurality of deceleration modes including the inertia traveling mode by a driver's manual selection operation. It may be an example having a deceleration mode adjustment knob that adjusts from coasting mode to maximum deceleration mode steplessly by manual adjustment operation of the driver. In short, when the deceleration control means decelerates from the running state by the accelerator release operation, the deceleration control means can arbitrarily control the vehicle deceleration including inertial traveling with a small deceleration based on the selection operation or adjustment operation by the driver. It is not limited to the first embodiment.

  In the first embodiment, an example of application to a rear-wheel drive hybrid vehicle is shown, but the present invention can also be applied to a front-wheel drive hybrid vehicle and a four-wheel drive hybrid vehicle. In the first embodiment, an example in which the clutch built in the automatic transmission is used as the second clutch has been described. However, a second clutch may be additionally provided between the motor generator and the transmission, or the speed change may be performed. A second clutch may be added between the machine and the drive wheel (for example, see Japanese Patent Application Laid-Open No. 2002-144922). In short, the present invention can be applied to any hybrid vehicle in which a first clutch is interposed between the engine and the motor generator and a second clutch is interposed between the motor generator and the drive wheels to constitute a hybrid drive system.

1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which a deceleration control device of Embodiment 1 is applied. 4 is a flowchart illustrating a deceleration control process executed by the integrated controller according to the first embodiment. It is a figure which shows an example of the deceleration map which shows the magnitude | size of the deceleration with respect to the vehicle speed used at the time of the conventional accelerator foot separation deceleration. FIG. 11 is an operation explanatory diagram when “deceleration small mode” is selected by a deceleration mode selection switch when decelerating by releasing an accelerator pedal in the deceleration control device of the first embodiment. FIG. 11 is an operation explanatory diagram when “deceleration normal mode” is selected by a deceleration mode selection switch when decelerating by releasing an accelerator pedal in the deceleration control device of the first embodiment. FIG. 10 is an operation explanatory diagram when “deceleration large mode” is selected by a deceleration mode selection switch when decelerating by releasing the accelerator pedal in the deceleration control device of the first embodiment. FIG. 10 is an operation explanatory diagram when “deceleration maximum mode” is selected by a deceleration mode selection switch when decelerating by releasing an accelerator pedal in the deceleration control device of the first embodiment.

Explanation of symbols

E engine
MG motor generator
CL1 1st clutch
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
FL Left front wheel
FR Right front wheel 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 First clutch controller 6 First clutch hydraulic unit 7 AT controller 8 Second clutch hydraulic unit 9 Brake controller 10 Integrated controller 24 Deceleration mode selection switch

Claims (12)

A hybrid drive system is configured by interposing a first clutch between the engine and the motor generator and interposing a second clutch between the motor generator and the drive wheel,
In a deceleration control device for a hybrid vehicle provided with a deceleration control means for controlling the deceleration of the vehicle during a deceleration operation,
The deceleration control means arbitrarily controls the deceleration of the vehicle including inertial traveling with a small deceleration based on a selection operation or an adjustment operation by a driver when decelerating by an accelerator release operation from a traveling state. A deceleration control device for a hybrid vehicle. In the hybrid vehicle deceleration control device according to claim 1,
The deceleration control means has a deceleration mode selection switch for selecting one deceleration mode from a plurality of deceleration modes including an inertia running mode by a manual selection operation of a driver. . In the hybrid vehicle deceleration control device according to claim 2,
The deceleration mode selection switch is a deceleration mode that can be selected by manual operation, and is a small deceleration mode that is selected when deceleration is not desired when the accelerator is released, and when normal deceleration is desired when the accelerator is released. Deceleration normal mode to be selected, deceleration large mode to be selected when you want to obtain a large deceleration during deceleration when the accelerator is released, and maximum deceleration mode that you want to select when you want to obtain a larger deceleration when the accelerator is released and decelerated A deceleration control device for a hybrid vehicle, comprising: In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the deceleration mode selection switch selects the small deceleration mode, the deceleration control means opens the first clutch and the second clutch together regardless of whether the battery charge capacity is high or low. A deceleration control device for a hybrid vehicle characterized by the above. In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the deceleration small mode is selected by the deceleration mode selection switch and the battery charge capacity permits charging, the deceleration control means opens the second clutch while generating power by engaging the first clutch. A deceleration control device for a hybrid vehicle, characterized by inertial running. In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the deceleration normal mode is selected by the deceleration mode selection switch and the battery charge capacity permits charging, the deceleration control means opens the first clutch and disconnects the engine while disengaging the second clutch. A deceleration control device for a hybrid vehicle that is fastened and obtains a regenerative brake by the motor generator. In the hybrid vehicle deceleration control device according to claim 2 or 3,
The deceleration control means engages the engine brake by engaging both the first clutch and the second clutch when the deceleration normal mode is selected by the deceleration mode selection switch and the battery charge capacity does not allow charging. A deceleration control device for a hybrid vehicle characterized by the above. In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the deceleration large mode is selected by the deceleration mode selection switch and the battery charge capacity permits charging, the deceleration control means opens the first clutch and disconnects the engine while disengaging the engine. A hybrid vehicle deceleration control device that is engaged and combines a regenerative brake by the motor generator and a mechanical cooperative brake by cooperation with the regenerative brake. In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the large deceleration mode is selected by the deceleration mode selection switch and the battery charge capacity does not allow charging, the deceleration control means engages both the first clutch and the second clutch, and engine brake, engine A deceleration control apparatus for a hybrid vehicle, which is combined with a mechanical cooperative brake by cooperation with a brake. In the hybrid vehicle deceleration control device according to claim 2 or 3,
The deceleration control means engages both the first clutch and the second clutch when the maximum deceleration mode is selected by the deceleration mode selection switch and the battery charge capacity permits charging, and is regenerated by the motor generator. A hybrid vehicle deceleration control device comprising a combination of a brake, an engine brake, and a mechanical cooperative brake by cooperation of a regenerative brake and an engine brake. In the hybrid vehicle deceleration control device according to claim 2 or 3,
When the maximum deceleration mode is selected by the deceleration mode selection switch and the battery charge capacity does not permit charging, the deceleration control means engages both the first clutch and the second clutch, and engine brake, engine A deceleration control apparatus for a hybrid vehicle, which is combined with a mechanical cooperative brake by cooperation with a brake. A hybrid drive system is configured by interposing a first clutch between the engine and the motor generator and interposing a second clutch between the motor generator and the drive wheel,
In a deceleration control device for a hybrid vehicle that controls deceleration of the vehicle during deceleration operation,
A deceleration control device for a hybrid vehicle, which arbitrarily controls the deceleration of the vehicle including inertial traveling with a small deceleration based on a selection operation or an adjustment operation by a driver when the vehicle is decelerated from the traveling state by an accelerator release operation. .

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