JP2010143384A - Control device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a hybrid car for avoiding engine stall caused by rapid deceleration and securing accelerating performance in re-acceleration. <P>SOLUTION: The control device of a hybrid car is provided with: an engine E; a motor generator MG; an automatic transmission AT interposed between the motor generator MG and driving wheels RR and RL; a first clutch CL1 for disconnecting the engine E and the motor generator MG; a braking start detection part 401 for detecting the start of the braking of a vehicle; an engine speed reduction amount detection part 402 for detecting an amount of reduction in engine speed of the engine E; and an engine speed maintenance control part 403 for, when the engine speed reduction amount from the braking start point of the vehicle can maintain a speed threshold Neo at the current gear stage of an automatic transmission AT, maintaining the current gear stage, and for, when it cannot maintain the speed threshold Neo at the current gear stage, shifting the gear to the selectable gear stage determined based on a gear shift time, that is, the highest gear stage among gear stages which can maintain the speed threshold Neo, and for opening a first clutch CL1 in other cases. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to the technical field of hybrid vehicle control devices.

In the conventional vehicle control device, when the throttle valve is in the fully closed state, the target slip rate of the clutch that connects and disconnects the engine and the motor is suppressed to a small value in a region where the engine speed reduction rate is low, and the rotation reduction rate is reduced. In the high region, the target slip ratio is increased by considering sudden deceleration. An example of a technique related to the above description is described in Patent Document 1.
JP-A-6-94122

  However, in the above prior art, when the speed change is delayed, there is a possibility that the engine speed is drastically reduced due to sudden deceleration and engine stall occurs. Further, since the clutch is slipped, there is a problem that the acceleration performance of the vehicle is deteriorated when the driver requests reacceleration.

  An object of the present invention is to provide a control device for a hybrid vehicle capable of achieving both avoidance of engine stall due to rapid deceleration and ensuring acceleration performance during reacceleration.

  In order to achieve the above-described object, according to the present invention, when the reduction amount of the engine speed from the start of braking of the vehicle can maintain the predetermined engine speed at the current gear position of the automatic transmission, If the predetermined engine speed cannot be maintained at the current gear position, the gear position can be selected based on the shift time and can be maintained at the predetermined engine speed. Shift to the highest gear, otherwise release the clutch.

In the present invention, a gear stage capable of maintaining a predetermined engine speed is selected according to the amount of decrease in the engine speed. At this time, it is assumed that the selected gear position is the highest among the gear speeds that can be selected based on the shift time from the current gear position. On the other hand, when the predetermined engine speed cannot be maintained due to the shift, the clutch is released.
Thereby, it is possible to achieve both the avoidance of engine stall due to sudden deceleration and the securing of acceleration performance during re-acceleration.

  Hereinafter, the best mode for carrying out the present invention will be described based on examples.

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 engine start 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 first clutch (clutch) CL1, a motor generator (motor) MG, a second clutch CL2, and an automatic transmission AT. And a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

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

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Actuated by hydraulic pressure, and fastening / release including slip fastening is controlled. Specifically, the first clutch CL1 is a normally closed dry clutch that is completely engaged by the urging force of the leaf spring when not controlled. When a release command for the first clutch CL1 is output, the hydraulic pressure corresponding to the transmission torque capacity command is supplied to the piston to make a stroke, and the transmission torque capacity corresponding to the stroke amount is set. When a stroke exceeding a predetermined value is performed, contact between the clutch plates is cut off and released. Further, in order to reduce the friction loss when the clutch is released, the piston is further stroked by a predetermined amount by increasing the hydraulic pressure applied to the piston even after the clutch plate is disconnected.

  On the other hand, when the first clutch CL1 is engaged from the released state, the hydraulic pressure applied to the piston is gradually lowered. Then, the piston starts a stroke, and the clutch plate starts to come into contact when the stroke is a predetermined amount (corresponding to backlash). Incidentally, whether or not the clutch plate is in contact can be determined by whether or not the engine speed has started to increase. Thereafter, the lower the hydraulic pressure acting on the piston, the higher the transmission torque capacity. In the first embodiment, a normally closed dry clutch is used. However, a normally open type, a wet clutch, a multi-plate or a single plate may be used.

  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 the three-phase AC generated by the inverter 3 is generated 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 second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The fastening / release including slip fastening is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used 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 as vehicle drive shafts. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. The second travel mode is an engine use travel mode (hereinafter, abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. In the third travel mode, the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged, and the engine travel slip travel mode (hereinafter referred to as “WSC travel mode”) is performed while the engine E is included in the power source. ). This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low. When transitioning from the EV travel mode to the HEV travel mode, the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.

The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor-assisted travel mode”, the drive wheels are moved using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RL and RR are moved using the engine E as a power source.

  During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4.

  Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

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. Has been.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, to a throttle valve actuator (not shown). Information such as 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 according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG. A command for controlling the rotation speed (Tm: motor generator torque) 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 is supplied to the integrated controller 10 via the CAN communication line 11. Is done.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control 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, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch 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, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the 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 (braking force by the friction brake).

  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 rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch, a second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. The information from the G sensor 10 b that detects longitudinal acceleration and the information obtained via the CAN communication line 11 are input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  FIG. 2 is a control block diagram of the integrated controller 10 according to the first embodiment. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400. And a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.

  The mode selection unit 200 selects a target mode based on the mode map. FIG. 5 shows a mode map. The mode map has an EV travel mode, a WSC travel mode, and an HEV travel mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the EV travel mode is selected, if the battery SOC is equal to or lower than the predetermined value, the “HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG. In the target charge / discharge amount map, the EVON line for permitting or prohibiting the EV travel mode is set to SOC = 50%, and the EVOFF line is set to SOC = 35%.

  When SOC ≧ 50%, the EV drive mode area appears in the mode map of FIG. Once the EV driving mode area appears in the mode map, this area continues to appear until the SOC drops below 35%.

  When SOC <35%, the EV drive mode area disappears in the mode map of FIG. When the EV drive mode area disappears from within the mode map, this area continues to disappear until the SOC reaches 50%.

  The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And a target motor generator torque, a target second clutch engagement capacity, a target gear position of the automatic transmission AT, and a first clutch solenoid current command which is a transmission torque capacity command of the first clutch CL1.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch engagement capacity and the target shift speed according to the shift schedule shown in the shift map. In the shift map, the target shift speed is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.

Next, the engine speed maintenance control of the first embodiment will be described.
The operating point command unit 400 includes a braking start detection unit (braking start detection unit) 401, an engine speed reduction amount detection unit (engine speed reduction amount detection unit) 402, and an engine speed maintenance control unit (engine speed maintenance unit). Control means) 403.

  The braking start detection unit 401 inputs sensor information from the brake stroke sensor 20 input to the brake controller 9 via the CAN communication line 11, and detects the braking start of the vehicle based on the brake stroke.

  The engine speed reduction amount detection unit 402 receives the engine speed information from the engine speed sensor 12 input to the engine controller 1 via the CAN communication line 11, and reduces the engine speed from the change amount of the engine speed. Calculate the amount.

  The engine speed maintaining control unit 403 is a predetermined engine speed (an engine that can stably output the engine E) based on the amount of decrease in the engine speed from the time when the vehicle starts braking when the throttle valve is fully closed (when the fuel is cut). The target shift speed of the automatic transmission AT is determined such that the rotation speed) is maintained, and the determined target shift speed is output to the shift control unit 500. At this time, if there is no gear stage that can maintain the predetermined engine speed, the first clutch CL1 is released (fully opened).

[Engine speed maintenance processing]
FIG. 6 is a flowchart showing the flow of the engine speed maintaining process. Each step will be described below. This process is repeatedly executed at a predetermined control cycle when the throttle valve is fully closed and from when the driver starts to step on the brake pedal to when the driver releases the brake pedal.

  In step S1, the current engine speed, that is, the difference between the engine speed Ne cur_gp at the current gear position (current gear speed) and the engine speed change amount ΔNe cur_gp at the current gear speed is calculated from the engine speed threshold Neo. It is also determined whether or not the If YES, the process proceeds to step S2, and if NO, the process proceeds to step S5. Here, the rotational speed threshold Neo is an engine rotational speed at which the engine E can stably output. Further, the engine speed change amount ΔNe cur_gp is calculated from the gear ratio of the current gear, the vehicle speed VSP, and the engine speed Ne.

  In step S2, the difference between the engine speed Nexth when a gear position lower than the current gear position is selected and the engine speed change amount ΔNexth when a gear position lower than the current gear speed is selected is It is determined whether or not it is larger than the number threshold Neo. If YES, the process proceeds to step S3. If NO, the process proceeds to step S4. Here, the engine speed change amount ΔNexth is calculated from the gear ratio, the vehicle speed VSP, and the engine speed Ne when the gear stage is selected.

  Note that the processing of this step is sequentially performed for the shift stage on the low side with respect to the current shift stage from the highest shift stage, and the process proceeds to step S4 where a shift stage that meets the above conditions is found. If all of the gear positions on the lower side than the current gear position do not meet the conditions, the routine proceeds to step S3.

  In step S3, a release command for the first clutch CL1 is output to the first clutch controller 5, and the process proceeds to return.

  In step S4, a shift command for setting the highest gear among all the gears that satisfy the condition of step S2 to the target gear is output to the AT controller 7, and the process proceeds to return.

  In step S5, a command to maintain the current gear position is output to the AT controller 7, and the process proceeds to return.

[Return processing]
At the end of the engine speed maintaining process, the shift control unit 500 of the integrated controller 10 determines that the shift stage of the automatic transmission AT is a target shift stage based on a shift schedule set in advance according to the accelerator pedal opening APO and the vehicle speed VSP. If the gear position is different from the gear position, a return process for returning to the gear position based on the gear shift schedule is performed. In this return processing, the gear position at which it is determined that the engine speed reduction amount has changed and no engine stall has occurred is set as the target gear position.

When the first clutch CL1 is disengaged at the end of the engine speed maintaining process, the driving force is restored by normal ND selection (engagement of the first clutch CL1) when the following two conditions are satisfied. Let
・ When the vehicle speed VSP reaches a vehicle speed that selects the lowest gear (first gear) among the predetermined gear shift patterns. ・ If the engine speed drop changes and no engine stall occurs. When the judged gear can be selected

Next, the operation will be described.
In the first embodiment, when the driver starts depressing the brake pedal and the vehicle starts braking when the throttle valve is fully closed, the engine is controlled according to the amount of decrease in the engine speed Ne in order to avoid engine stall due to sudden deceleration. An engine speed maintaining process is executed for selecting a gear position that can obtain an engine speed at which E can be stably output (hereinafter referred to as a target engine speed).

  In the engine speed maintaining process, when the target engine speed can be maintained at the current gear, the current gear is maintained. At this time, in the flowchart of FIG. 6, the flow proceeds from step S1 to step S5.

  If the target engine speed cannot be maintained at the current gear stage, the target engine speed can be maintained at a lower gear position than the current gear stage and selected based on the shift time from the current gear stage. Shifts to the highest gear among the possible gears. At this time, in the flowchart of FIG. 6, the flow proceeds from step S1 to step S2 to step S4.

  That is, in the engine speed maintaining process of the first embodiment, the automatic transmission AT is shifted to the highest gear position that can maintain the target engine speed according to the amount of decrease in the engine speed Ne. For this reason, it is possible to secure the rotation speed at which the engine E can output stably, and to achieve both avoidance of engine stall and securing acceleration performance during reacceleration.

  Further, in the engine speed maintaining process of the first embodiment, when there is no gear stage that can maintain the target engine speed, the first clutch CL1 is released. At this time, in the flowchart of FIG. 6, the flow proceeds from step S1 to step S2 to step S3.

  For example, when the output is limited due to the failure of the motor generator MG or the remaining SOC, the vehicle is running with only the engine E as the power source. The driving force of the vehicle according to the driving force cannot be secured.

  On the other hand, in the first embodiment, when there is no shift speed at which the engine E can stably output a sufficient number of rotations, the first clutch CL1 is released, so that the engine stall can be avoided and then the first clutch. By fastening CL1, it is possible to ensure the driving force of the vehicle according to the driving force required by the driver even when the motor generator MG fails or the output is limited.

  Further, in the first embodiment, when the engine speed maintaining process is completed, when the gear position of the automatic transmission AT is returned to the target gear position based on the gear shift schedule set in advance according to the accelerator pedal opening APO and the vehicle speed VSP, The shift speed determined that the engine speed reduction amount has changed and engine stall does not occur is set as the target shift speed.

  That is, when it is determined that the engine stall does not occur, by appropriately returning to the shift stage based on the normal shift schedule, it is possible to reduce the uncomfortable feeling given to the driver with the intervention of the engine speed maintenance process.

  Further, in the first embodiment, when the first clutch CL1 is in the disengaged state at the end of the engine speed maintaining process, the vehicle speed at which the vehicle speed VSP selects the lowest gear among the predetermined shift patterns. In addition, when the engine speed reduction amount changes and the gear position determined that the engine stall does not occur can be selected, the first clutch CL1 is engaged by the control during normal ND selection to restore the driving force.

  Thus, when it is determined that the engine has stalled after the first clutch CL1 is released, the driving force can be appropriately transmitted from the engine E to the driving wheels RL and RR, so that the acceleration performance at the time of reacceleration can be improved. .

  FIG. 7 is an explanatory view showing the engine speed maintaining operation of the first embodiment, in which the speed step of the automatic transmission AT is the fourth speed, and the driver steps on the brake while coasting at the engine speed of 1,500 rpm. Assuming

  First, when the deceleration is small, the number of revolutions (1,000 rpm in this case) at which the engine E can stably output can be maintained at the current shift speed, so the current shift speed is maintained.

  Next, the case where the deceleration is medium will be described. First, in the case where the control of the first embodiment is not applied and only the slip control of the first clutch CL1 is used (broken line), when the gear position of the automatic transmission AT is switched from the fourth speed to the third speed, Since a shift delay occurs, the engine speed is dragged to the wheel speed and is reduced to 600 rpm. For this reason, when the driver depresses the accelerator, it takes time until the engine speed increases, and the acceleration performance of reacceleration deteriorates, which gives the driver a feeling of strangeness. In addition, since the engine speed is lower than the number of revolutions that the engine E can stably output, an engine stall may occur.

  On the other hand, in the first embodiment (solid line), the engine speed of 1,000 rpm cannot be maintained at the current gear position, and therefore, a selectable gear speed determined based on the shift time and the engine speed of 1,000 rpm is set. The highest shift speed (second speed) among the maintainable shift speeds is set as the target shift speed, and the shift speed of the automatic transmission AT is switched from the fourth speed to the second speed. Therefore, it is possible to maintain a rotation speed of 1,000 rpm at which the engine E can output stably, and to achieve both avoidance of engine stall and ensuring reacceleration performance.

  Next, a case where the deceleration is large will be described. First, when the control of the first embodiment is not applied and only the slip control of the first clutch CL1 is used (broken line), the shift stage of the automatic transmission AT is switched from the fourth speed to the low shift stage. At this time, since a shift delay occurs, the engine rotation is dragged to the wheel speed and the engine speed is reduced to 200 rpm, and an engine stall occurs.

  On the other hand, in the first embodiment (solid line), when there is no gear stage capable of maintaining the engine speed of 1,000 rpm at which the engine E can stably output, the first clutch CL1 is released, so that engine stall can be avoided. .

Next, the effect will be described.
In the hybrid vehicle control apparatus of the first embodiment, the engine E, the motor generator MG, the automatic transmission AT interposed between the motor generator MG and the drive wheels RL, RR, the engine E, and the motor generator A first clutch CL1 capable of connecting / disconnecting to / from the MG, a braking start detecting unit 401 for detecting the braking start of the vehicle, an engine rotational speed decrease detecting unit 402 for detecting the engine rotational speed decreasing amount of the engine E, If the engine speed reduction amount from the start of braking can maintain the rotation speed threshold Neo at the current shift speed of the automatic transmission AT, the current shift speed can be maintained, and the rotation speed threshold Neo cannot be maintained at the current shift speed. In such a case, the gear shifts to the highest gear among the gears that can be selected based on the gear shift time and that can maintain the rotation speed threshold Neo, and otherwise the first clutch CL1 is released. The engine speed maintenance control unit 403 Equipped with a. Thereby, it is possible to achieve both the avoidance of engine stall due to sudden deceleration and the securing of acceleration performance during re-acceleration.

(Other examples)
The hybrid vehicle control device according to the present invention has been described based on the embodiments. However, the present invention is not limited to the above-described configuration, and other configurations can be adopted without departing from the scope of the present invention. For example, although an FR type hybrid vehicle has been described, an FF type hybrid vehicle may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. 3 is a control block diagram of the integrated controller 10 of Embodiment 1. FIG. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the mode map used for selection of the target mode in the mode selection part of FIG. 3 is a flowchart showing a flow of engine speed maintenance processing of Embodiment 1. It is explanatory drawing which shows the engine speed maintenance effect | action of Example 1. FIG.

Explanation of symbols

AT automatic transmission
CL1 1st clutch (clutch)
E engine
MG Motor generator (motor)
RL, RR Left and right rear wheels (drive wheels)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Clutch controller 6 Clutch hydraulic unit 7 Controller 8 Clutch hydraulic unit 9 Brake controller 10a Temperature sensor 10b G sensor 11 CAN communication line 12 Engine speed sensor 13 Resolver 14 Clutch hydraulic sensor 15 Clutch stroke Sensor 16 Accelerator opening sensor 17 Vehicle speed sensor 18 Clutch hydraulic pressure sensor 19 Wheel speed sensor 20 Brake stroke sensor 21 Motor rotation speed sensor 22 Clutch output rotation speed sensor 23 Clutch torque sensor 24 Brake hydraulic pressure sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
401 Braking start detector (braking start detector)
402 Engine speed decrease detection unit (engine speed decrease detection means)
403 Engine speed maintenance control unit (engine speed maintenance control means)
500 Shift control

Claims (1)

Engine,
A motor,
An automatic transmission interposed between the motor and the drive wheel;
A clutch capable of connecting and disconnecting the engine and the motor;
Braking start detecting means for detecting the braking start of the vehicle;
An engine speed reduction amount detecting means for detecting an engine speed reduction amount of the engine;
If the engine speed reduction amount from the start of braking of the vehicle can maintain the predetermined engine speed at the current gear position of the automatic transmission, the current gear position is maintained and the predetermined speed is If the engine speed of the engine cannot be maintained, the speed is changed to the highest speed among the speeds that can be selected based on the speed change time and can maintain the predetermined engine speed. Engine speed maintenance control means for releasing the clutch when
A control apparatus for a hybrid vehicle, comprising:

Images