JP2010179789A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the controller of a hybrid vehicle for enlarging situations that a vehicle can travel only with driving force of a motor, while preventing the deterioration in the precision of constant-speed travel control. <P>SOLUTION: The controller of a hybrid vehicle has an engine Eng, a motor (MG), a clutch (CL1) interposed between the engine Eng and the motor, and driving wheels (RT, LT) in a driving system and is provided with an engine start control means (step S8) for performing engine start control by using a motor as an engine-start motor, when an engine start request is made and constant-speed traveling control means (steps S2 and S3) for performing constant-speed travel control. In the controller, in response to the engine-start request when constant speed traveling control is performed by the constant speed traveling control means, the engine-start control means does not perform engine start control, while actual vehicle speed is lower than a target vehicle speed but starts engine start control, when the actual vehicle speed exceeds the target speed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control apparatus for a hybrid vehicle that is capable of constant speed running control and that performs engine start control using a motor included in a drive system as an engine start motor.

  2. Description of the Related Art Conventionally, a hybrid vehicle control device that includes a constant speed travel control unit and an engine start control unit in a hybrid vehicle that can travel using a driving force of a motor and an engine is known (see, for example, Patent Document 1). In this hybrid vehicle control device, when constant speed traveling control is performed by the constant speed traveling control means, the engine is appropriately started and stopped by the engine start control means, and the vehicle travels only by the driving force of the motor (EV mode). The fuel consumption is improved while maintaining the target vehicle speed by appropriately switching between driving with the driving force of the motor and the engine (HEV mode).

  Here, the hybrid vehicle has an engine for driving the drive wheels, a motor for driving the drive wheels, and a clutch interposed between the motor and the engine in the drive system, and engine start control means. And a hybrid vehicle control device equipped with a constant speed travel control means. The engine start control means engages the clutch or slips the clutch and performs a cranking operation by controlling the number of revolutions so that the motor is an engine start motor, and performs engine start control with a constant air amount and fuel injection amount to the engine. .

JP 2007-187090 A

  However, in the hybrid vehicle having the above-described configuration, the motor for driving the drive wheels is used as the engine starter motor. Therefore, when the vehicle is running only with the driving force of the motor (EV mode) When engine start control is performed, a part of the driving force of the motor is used for the cranking torque of the engine, so that the accuracy of the constant speed traveling control is lowered.

  Further, in the hybrid vehicle having the above-described configuration, by increasing the cranking torque of the engine, the time required for starting the engine (engine start time) is shortened, and the decrease in the accuracy of the constant speed traveling control is suppressed. However, since the ratio of the motor driving force that can be used for the driving force will be reduced, the situation in which driving is possible with only the driving force of the motor (the situation in which the EV mode can be executed) is reduced. As a result, the fuel consumption is deteriorated.

  The present invention has been made paying attention to the above problem, and provides a control device for a hybrid vehicle capable of expanding a situation in which traveling can be performed only by a driving force of a motor while preventing a decrease in accuracy of constant speed traveling control. The purpose is to do.

  In order to achieve the above object, in the hybrid vehicle control device of the present invention, the drive system has an engine, a motor, a clutch interposed between the engine and the motor, and drive wheels. When there is a start request, the clutch is engaged or slip-engaged, engine start control means for performing engine start control using the motor as an engine start motor, and constant speed running for controlling the drive system so as to keep the vehicle speed at a target vehicle speed Constant-speed traveling control means for performing control.

  In this hybrid vehicle control device, the engine start control means is configured to perform the above operation while the actual vehicle speed is below the target vehicle speed when there is an engine start request during the constant speed travel control by the constant speed travel control means. The engine start control is started when the actual vehicle speed exceeds the target vehicle speed without performing the engine start control.

  Therefore, in the hybrid vehicle control apparatus of the present invention, when there is an engine start request during constant speed traveling control, the engine start control is not performed while the actual vehicle speed is lower than the target vehicle speed. When the vehicle speed exceeds the target vehicle speed, the engine start control is started.

  That is, during constant speed running control, when the actual vehicle speed, that is, the actual vehicle speed exceeds the target vehicle speed, the deceleration running control is performed to obtain the target vehicle speed, so the engine start control is performed while the actual vehicle speed exceeds the target vehicle speed. Even if a part of the driving force of the motor is used for the cranking torque of the engine after starting, it is prevented that the accuracy of the constant speed traveling control is lowered.

  In addition, since the ratio of the motor driving force that can be used for traveling driving force is not reduced, the motor driving is compared with the configuration that increases the ratio of motor driving force that is used for engine cranking torque. The situation where the vehicle can run with power alone (the situation where the EV mode can be executed) will expand.

  As a result, it is possible to expand the situation where the vehicle can travel only with the driving force of the motor while preventing the accuracy of the constant speed traveling control from being lowered.

1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a hybrid vehicle) to which a control device according to a first embodiment is applied. 7 is a flowchart showing details of a constant speed travel control process and an engine start control process executed by an integrated controller 14 in “EV mode”. FIG. 5 is a control block diagram illustrating target drive torque calculation processing in an integrated controller 14. It is a figure which shows the EV-HEV selection map used when performing the mode selection process at the time of the constant speed driving control in the integrated controller 14 of the parallel hybrid vehicle to which the control apparatus of Example 1 is applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process at the time of non-constant speed driving control in the integrated controller 14 of the parallel hybrid vehicle to which the control apparatus of Example 1 is applied. During constant speed running control in “EV mode”, the actual speed of the vehicle, the presence or absence of an engine start request, the ON / OFF state of the second clutch CL2, the ON / OFF state of the first clutch CL1, the ON of the engine Eng ( It is a time chart which shows a start / OFF (stop) state.

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

  First, the configuration will be described.

  FIG. 1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the parallel hybrid vehicle of the first embodiment includes an engine Eng, a first clutch CL1, a motor / generator MG, a second clutch CL2, an automatic transmission CVT, and a final gear FG. And a left drive wheel LT and a right drive wheel RT.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control start mode (hereinafter referred to as “ It has a driving mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The "WSC mode" controls the rotational speed of the motor / generator MG at the time of P, N → D select start from the "HEV mode" or at the start of the D range from the "EV mode" or "HEV mode". While maintaining the slip engagement state of the second clutch CL2, the clutch torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. It is a mode to start. “WSC” is an abbreviation for “Wet Start clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to match the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

  The first clutch CL1 is interposed at a position between the engine Eng and the motor / generator MG. As this first clutch CL1, for example, a dry clutch that is normally engaged (normally closed) with an urging force of a diaphragm spring is used, and engagement / semi-engagement / release between the engine Eng and the motor / generator MG is performed. If the first clutch CL1 is in the fully engaged state, motor torque + engine torque is transmitted to the second clutch CL2, and if it is in the released state, only motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to the hydraulic actuator.

  The motor / generator MG has an AC synchronous motor structure, and performs drive torque control and rotation speed control when starting and running, and recovers vehicle kinetic energy to the battery 9 by regenerative brake control during braking and deceleration. Is.

  The second clutch CL2 is a normally open wet multi-plate clutch or a wet multi-plate brake, and generates a transmission torque (clutch torque capacity) according to clutch hydraulic pressure (pressing force). The second clutch CL2 transmits the torque output from the engine Eng and the motor / generator MG (when the first clutch CL1 is engaged) to the left and right drive wheels LT and RT via the automatic transmission CVT and the final gear FG. Communicate.

  As shown in FIG. 1, as the second clutch CL2, the automatic transmission CVT and the left and right drive wheels LT, RT are used in addition to setting an independent clutch between the motor / generator MG and the automatic transmission CVT. You may set to the position between.

  The automatic transmission CVT is a machine that can continuously change the gear ratio while setting the gear ratio steplessly. In the first embodiment, the automatic transmission CVT is composed of two pairs of pulleys and a belt spanned between them. (Belt type CVT). The automatic transmission CVT changes the belt contact circle for each pulley by changing the distance between the pulleys forming one pair, and the belt for each pulley by changing the distance between the pulleys forming the other pair in conjunction with it. By changing the contact circle, the speed is continuously changed. In addition to the automatic transmission CVT described above, the automatic transmission may be a toroidal CVT, and is an automatic transmission AT that is a machine that includes a plurality of planetary gears and obtains a stepped gear stage. Also good.

  As shown in FIG. 1, the control system of the parallel hybrid vehicle of the first embodiment includes a second clutch input rotational speed sensor 6 (= motor rotational speed sensor), a second clutch output rotational speed sensor 7, and a high voltage inverter 8. A high voltage battery 9, an accelerator position sensor 10, an engine speed sensor 11, a CVT oil temperature sensor 12, a stroke position sensor 13, an integrated controller 14, a transmission controller 15, a clutch controller 16, An engine controller 17, a motor controller 18, a battery controller 19, a brake sensor 20, a vehicle speed sensor 21, an auto cruise operation SW 22, an acceleration sensor 23, and a tilt sensor 24 are provided.

  The high voltage inverter 8 performs DC / AC conversion and generates a driving current for the motor / generator MG. The high voltage battery 9 stores regenerative energy from the motor / generator MG via the high voltage inverter 8.

  The integrated controller 14 calculates a target drive torque from the battery state, the accelerator opening, and the vehicle speed (a value synchronized with the transmission output speed). Based on the result, command values for the actuators (motor / generator MG, engine Eng, first clutch CL1, second clutch CL2, automatic transmission CVT) are calculated, and the controllers 15, 16, 17, 18, 19 Send to. Here, in the case of the “HEV mode”, the integrated controller 14 appropriately distributes the calculated target drive torque to the engine Eng and the motor / generator MG (drive distribution means), and outputs the command value calculated accordingly to each actuator. Send to.

  The transmission controller 15 performs shift control so as to achieve a shift command from the integrated controller 14.

  The clutch controller 16 inputs sensor information from the second clutch input rotational speed sensor 6, the second clutch output rotational speed sensor 7, and the CVT oil temperature sensor 12, and the first clutch hydraulic pressure command value from the integrated controller 14. The solenoid valve current is controlled so as to realize the clutch hydraulic pressure (current) command value with respect to the second clutch hydraulic pressure command value (clutch control means).

  The engine controller 17 inputs sensor information from the engine speed sensor 11 and performs engine torque control so as to achieve an engine torque command value from the integrated controller 14.

  The motor controller 18 controls the motor / generator MG so as to achieve the motor torque command value and the motor rotation speed command value from the integrated controller 14.

  The battery controller 19 manages the state of charge (SOC) of the high voltage battery 9 and transmits the information to the integrated controller 14.

  Further, the integrated controller 14 can perform constant speed traveling control, so-called auto cruise control (ASCD). This constant speed traveling control is to maintain the target vehicle speed set by the driver's intention. In the constant speed traveling control, as will be described later, a target driving torque for maintaining the set target vehicle speed is calculated, and based on the result, each actuator (motor / generator MG, engine Eng, first clutch CL1, second clutch) is calculated. Command values for the clutch CL2 and the automatic transmission CVT) are calculated and transmitted to the controllers 15, 16, 17, 18, 19. As described above, the integrated controller 14 always performs control based on the target drive torque calculated from the battery state, the accelerator opening, and the vehicle speed (a value synchronized with the transmission output speed), that is, travel control based on driver operation. When a request for constant speed traveling is received, switching to constant speed traveling control is performed. Further, the integrated controller 14 switches to control based on driver operation when the request for constant speed traveling is canceled during constant speed traveling control.

  In the first embodiment, the integrated controller 14 can detect the ON / OFF state of the auto-cruise operation SW 22. When the integrated controller 14 detects the ON state, the integrated controller 14 determines that a request for constant speed travel is being made. To do. Further, in the first embodiment, the integrated controller 14 detects that the auto-cruise operation SW 22 is turned off, the accelerator pedal is depressed, the brake pedal is depressed, and the shift position sensor. For example, when the shift lever is switched from “D”, it is determined that the request for constant speed travel has been released. If it is determined that it has been released in this way, the auto-cruise operation SW 22 is turned off.

  FIG. 2 is a flowchart showing the details of the constant speed travel control process and the engine start control process executed by the integrated controller 14 in the “EV mode”. FIG. 3 is a control block diagram illustrating target drive torque calculation processing in the integrated controller 14. FIG. 4 is a diagram illustrating an EV-HEV selection map used when performing mode selection processing during constant speed traveling control in the integrated controller 14 of the parallel hybrid vehicle to which the control device of the first embodiment is applied. FIG. 5 is a diagram illustrating an EV-HEV selection map used when performing mode selection processing during non-constant speed traveling control in the integrated controller 14 of the parallel hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, each step of the flowchart of FIG. 2 will be described with reference to FIGS. Note that the flowchart of FIG. 2 starts in the “EV mode”.

  In step S1, it is determined whether a request for constant speed traveling has been made. If Yes, the process proceeds to step S2, and if No, the process proceeds to step S13. That is, by detecting that the auto-cruise operation SW 22 has been changed from OFF to ON, or being in the ON state, the integrated controller 14 recognizes that a request for constant speed travel is being made, and matches that recognition. Switching between constant speed running control and control based on driver operation (running control switching unit).

  In step S2, following the determination that the request for constant speed travel is made in step S1, the target vehicle speed in the constant speed travel control is set, and the process proceeds to step S3. In the first embodiment, an actual measured value of the vehicle speed at the time when the request for constant speed travel, obtained from the vehicle speed sensor 21 (see FIG. 1) that detects the speed at which the vehicle is actually traveling, is used as the target vehicle speed. Set to. That is, the constant speed traveling control is performed so as to maintain the vehicle speed at the time when the constant speed traveling request is made. The target vehicle speed may be changeable by the auto cruise operation SW 22 or other operation means. In step S2, when the process returns from step S12 to step S1, and no change command is issued, it is not necessary to set the target vehicle speed again.

  In step S3, following the setting of the target vehicle speed in step S2, a target drive torque is calculated from the target vehicle speed, and the process proceeds to step S4. The calculation of the target drive torque will be described with reference to FIG. The integrated controller 14 calculates the travel resistance from the set target vehicle speed using the map indicating the travel resistance with respect to the vehicle speed in the travel resistance calculation unit 25. The map showing the running resistance with respect to the vehicle speed shows the relationship between the vehicle speed and the running resistance generated for the vehicle in a scene where the vehicle on which the integrated controller 14 is mounted is running on the reference road. It is. From this, the running resistance calculated here varies depending on the condition of the running road surface and the like. Therefore, the integrated controller 14 calculates a correction coefficient for the running resistance calculated by the running resistance calculation unit 25 in the correction coefficient calculation unit 26. The correction coefficient calculation unit 26 calculates a correction coefficient based on the vehicle speed acquired from the vehicle speed sensor 21, the acceleration acquired from the acceleration sensor 23, and the road surface condition acquired from the inclination sensor 24 as road surface estimation means. The road surface condition refers to a factor that changes the running resistance on the road surface on which the vehicle is traveling, such as an uphill or a downhill. For this reason, the road surface estimation means only needs to be able to acquire the road surface condition where the vehicle is traveling or will travel from now on. For example, although not shown, the image acquired by the in-vehicle camera is analyzed. In other words, the information may be obtained from the navigation system, and is not limited to the tilt sensor 24. The integrated controller 14 multiplies the travel resistance calculated by the drive torque calculation unit 27 by the correction coefficient calculated by the correction coefficient calculation unit 26, thereby changing the travel resistance to the vehicle speed and road surface condition where the vehicle is traveling. The target driving torque is calculated according to the corrected running resistance.

  In Step S4, following the calculation of the target drive torque in Step S3, it is determined whether or not an engine start request is made. If Yes, the process proceeds to Step S5, and if No, the process proceeds to Step S11. The engine start request is determined when it is determined that the high voltage battery 9 needs to be charged by detecting that the state of charge (SOC) of the high voltage battery 9 has become lower than a predetermined value, or when step S3 is performed. The case where it is determined that the engine torque output from the engine Eng is necessary because the target drive torque calculated in (1) exceeds the EV possible drive torque described later.

  In step S5, following the determination that the engine start request has been made in step S4, it is determined whether or not the target drive torque calculated in step S3 is smaller than the EV possible drive torque. If No, go to Step S15. The EV possible drive torque indicates a situation in which the vehicle can travel only with the torque output from the motor / generator MG, as seen from the relationship of the travel drive torque to the vehicle speed (see the graph of FIG. 4). The driving torque that can continue the “EV mode” in FIG. As shown in FIG. 4, this EV possible driving torque is obtained by subtracting the torque corresponding to the acceleration margin from the maximum torque that can be output by the motor / generator MG at each vehicle speed (EV possible driving torque = motor output possible torque− (Acceleration margin torque). The torque corresponding to the acceleration margin is a torque necessary for performing acceleration that can be obtained to obtain a target vehicle speed for performing constant speed traveling control. Here, the acceleration that can be obtained includes acceleration for changing the running resistance depending on the road surface condition (for example, gentle climbing slope) to adapt to such a situation (to absorb the change in running resistance). This required acceleration is set from the viewpoint of expanding the situation in which the “EV mode” can be continued. The acceleration margin torque is obtained by multiplying the weight of the vehicle on which the integrated controller 14 is mounted by the acceleration at the time of controlling the vehicle speed so that the vehicle speed of the vehicle becomes the target vehicle speed, and the running resistance at the vehicle speed after acceleration. And the difference between the running resistance at the vehicle speed before acceleration (acceleration margin torque = vehicle weight × target acceleration + difference in running resistance). Therefore, in step S5, it is determined whether or not it is possible to continue the “EV mode” in view of the target drive torque calculated in step S3 in the constant speed traveling control (EV enable determination). . That is, in the determination of the engine start request made in step S4, the determination contents determine whether the engine torque output from the engine Eng is required in addition to the torque output from the motor / generator MG. It is.

  In step S6, following the determination that the target drive torque in step S5 is smaller than the EV possible drive torque, that is, the determination that the "EV mode" can be continued, the actual vehicle speed (hereinafter referred to as the actual vehicle speed). ) Exceeds the target vehicle speed. If Yes, the process proceeds to step S7. If No, the process proceeds to step S11.

  In step S7, following the determination that the vehicle speed in step S6 exceeds the target vehicle speed, the second clutch CL2 is released, and the process proceeds to step S8. This is because all the torque output from the motor / generator MG is distributed to the cranking torque of the engine Eng. Here, in step S7, even if the second clutch CL2 is slip-engaged so that the torque required for cranking the engine Eng out of the torque output from the motor / generator MG is distributed to the engine Eng side. Good.

  In step S8, engine start control is performed following disengagement of the second clutch CL2 in step S7, and the process proceeds to step S9. In this engine start control, the first clutch CL1 is engaged or semi-engaged to increase the cranking rotational speed of the engine Eng to perform a cranking operation that maintains a constant rotational speed, and intake air that maintains a constant intake air amount Control, fuel injection control that maintains a constant fuel injection amount, and ignition timing control by the spark plug are performed (engine start control means).

  In step S9, following the engine start control in step S8, it is determined whether or not the engine Eng has started. If Yes, the process proceeds to step S10, and if No, the process returns to step S8. The determination of the start of the engine Eng can be made by determining that a predetermined time has elapsed since the engine start control. Further, the determination of the start of the engine Eng may be made by detecting a change in rotational speed or a change in torque, or by detecting and determining the oxygen concentration in the exhaust from the engine Eng. By this step S8 and step S9, the engine start control is repeated until the engine Eng starts (becomes independent), and when the engine Eng starts (becomes independent), the process proceeds to step S10.

  In step S10, following the determination that the engine Eng has started in step S9, the second clutch CL2 is engaged, and the process proceeds to step S11. At this time, the motor / generator MG is driven and controlled so that the rotation speed of the motor / generator MG matches the rotation speed of the engine Eng. When the rotation speeds of the motor / generator MG and the engine Eng match, the second clutch CL2 is engaged. To do. This step S10 completes the switching from the “EV mode” in which the vehicle travels using only the power of the motor / generator MG to the “HEV mode” in which the vehicle travels using the power of the motor / generator MG and the power of the engine Eng.

  In step S11, it is determined that the engine start request is not made in step S4, or the actual vehicle speed in step S6 is determined not to exceed the target vehicle speed, or the second clutch CL2 in step S10. Or the determination that the engine start request is not made in step S14, or the engagement of the second clutch CL2 in step S18, the target drive torque calculated in step S3 or the calculation in step S13 The target drive torque thus distributed is appropriately distributed to the engine Eng and the motor / generator MG, command values corresponding to the distributed torques are calculated, the command values are transmitted to the actuators, and the process proceeds to step S12. In this step S11, when it is in the “EV mode” (when the flow has advanced from step S4, step S6 or step S14), the motor / generator MG bears all the target drive torque (the distribution ratio of the engine Eng). In the case of the “HEV mode” (when the flow proceeds from step S10 or step S18), the engine Eng and the motor / generator MG are appropriately distributed.

  In step S12, following the distribution of the target drive torque in step S11 and the command to the engine Eng and the motor / generator MG in accordance with the distribution, it is determined whether or not the “HEV mode” is selected. Is finished and the process shifts to the travel control by the “HEV mode”.

  In step S13, following the determination that the request for constant speed travel in step S1 is not made, the target drive torque (driver requested drive torque) is calculated based on the driver operation (requested drive torque calculating unit), Proceed to step S14. As described above, the target drive torque is calculated from the battery state, the accelerator opening, the vehicle speed (a value synchronized with the transmission output rotation speed), and the like.

  In step S14, following the calculation of the target drive torque based on the driver operation in step S13, it is determined whether an engine start request has been made. If yes, the process proceeds to step S15. If no, the process proceeds to step S11. Proceed to The engine start request is determined when it is determined that the high voltage battery 9 needs to be charged by detecting that the state of charge (SOC) of the high voltage battery 9 has become lower than a predetermined value, or when step S13 is performed. The case where it is determined that the engine torque output from the engine Eng is necessary, for example, because the target drive torque calculated in (1) exceeds the start determination threshold (see FIG. 5). As shown in FIG. 5, this start determination threshold value is obtained by subtracting the torque necessary for cranking of the engine Eng from the motor output possible torque considering the output of the high voltage battery 9 (start determination threshold = (battery output Considered motor output possible torque)-(engine starting torque)). Further, a stop determination threshold value used for determining an engine stop request is set with this start determination threshold value and hysteresis.

  In step S15, it is determined that the engine start request is made in step S14 or that the target drive torque during the constant speed traveling control in step S5 is greater than the EV possible drive torque, that is, “EV Following the determination that the “mode” cannot be continued, the second clutch CL2 is slip-released, and the process proceeds to step S16. In step S15, the transmission capacity of the second clutch CL2 is controlled so as to reduce the transmission to the drive system of the engine rotation fluctuation accompanying the start of the engine Eng while securing the driving force of the vehicle.

  In step S16, following the slip release of the second clutch CL2 in step S15, engine start control is performed, and the process proceeds to step S17. This engine start control is the same as step S8.

  In step S17, following the engine start control in step S16, it is determined whether or not the engine Eng has started. If Yes, the process proceeds to step S18, and if No, the process returns to step S16. The determination of the starting state of the engine Eng is the same as in step S9.

  In step S18, following the determination that the engine Eng has started in step S17, the second clutch CL2 is engaged, and the process proceeds to step S11. At this time, the motor / generator MG is driven and controlled so that the rotation speed of the motor / generator MG matches the rotation speed of the engine Eng. When the rotation speeds of the motor / generator MG and the engine Eng match, the second clutch CL2 is engaged. To do. This step S18 completes the switching from the “EV mode” in which the vehicle travels only with the power of the motor / generator MG to the “HEV mode” in which the vehicle travels with the power of the motor / generator MG and the power of the engine Eng.

  Next, the operation will be described.

  The functions of the hybrid vehicle control device of the first embodiment are as follows: “control action during non-constant speed running control”, “first control action during constant speed running control”, and “second control during constant speed running control”. The “operation” and the “third control operation during constant speed traveling control” will be described separately.

"Control action during non-constant speed running control"
The control action at the time of non-constant speed running control refers to a control action when the constant speed running control is not performed. In the first embodiment, in a situation where constant speed traveling control is not performed (during non-constant speed traveling control), each actuator (motor / generator MG, first clutch CL1, second clutch CL2, automatic transmission) according to the driver's operation. A command value for the machine CVT) is calculated and transmitted to the controllers 15, 16, 18, and 19, and engine start control is performed as necessary.

  That is, in non-constant speed running control in the “EV mode”, the process proceeds from step S1 to step S13 to step S14 in the flowchart of FIG. 2, and if there is no engine start request in step S14, step S11 to step S14. The flow of proceeding to S12 and returning to step S1 is repeated, and the “EV mode” is continued and the driving control according to the driver operation is performed. If an engine start request is made in step S14, the process proceeds from step S15 to step S16 to step S17 (engine start control). If the engine start is confirmed in step S17, the process proceeds to step S18. Proceed to switch to “HEV mode”, proceed from step S11 to step S12, and shift to travel control according to driver operation in “HEV mode”.

  As described above, when the constant speed running control is not performed, the “EV mode” is continued until the engine start request is made. When the engine start request is made, the engine start control is performed and the “HEV mode” is entered. And migrated.

  For this reason, driving control according to the driver's operation in the “EV mode” is basically performed, and when the engine torque from the engine Eng is required, the driving force of the vehicle is secured by releasing the slip of the second clutch CL2. However, it is possible to start the engine Eng by reducing the transmission of the engine rotation fluctuation accompanying the start of the engine Eng to the drive system.

"First control action during constant speed travel control"
The first control action at the time of constant speed running control is a control action at the time of constant speed running control in the “EV mode” when there is no engine start request. In the first embodiment, during constant speed traveling control in the “EV mode”, a command value for the motor / generator MG for maintaining the set target vehicle speed is calculated and transmitted to the (motor / generator MG). At the same time, engine start control is performed as necessary.

  That is, at the time of constant speed running control in the “EV mode”, in the flowchart of FIG. 2, the process proceeds from step S 1 → step S 2 → step S 3 → step S 4, and it is determined in step S 4 that there is no engine start request. The flow from S11 to step S12 and returning to step S1 is repeated, the “EV mode” is continued, and constant speed running control is performed.

  As described above, during the constant speed running control, the “EV mode” is continued unless an engine start request is made.

  For this reason, when it is determined that it is necessary to charge the high voltage battery 9 by detecting that the state of charge (SOC) of the high voltage battery 9 is lower than a predetermined value, or the target drive calculated in step S3. Constant-speed running control can be performed in “EV mode” until it is determined that the engine torque output from the engine Eng is necessary because the torque exceeds the EV drive torque (see step S5), etc. it can.

"Second control action during constant speed travel control"
The second control action at the time of constant speed running control refers to a control action when there is an engine start request at the time of constant speed running control and the torque of the motor / generator MG is insufficient with respect to the target drive torque. In the first embodiment, when an engine start request is made during constant speed traveling control, the same control is performed from step S1 to step S4 regardless of whether the engine start request is present or not in the flowchart of FIG. If it is determined in step S4 that there is an engine start request, the process proceeds to step S5. In step S5, the target drive torque calculated to maintain the set target vehicle speed (step S3) can be EV. It is determined that the torque is greater than the drive torque, and the process proceeds from step S15 to step S16 to step S17 (engine start control). When it is confirmed in step S17 that the engine has started, the process proceeds to step S18 and "HEV mode" The process proceeds to step S11 → step S12 and shifts to constant speed traveling control in the “HEV mode”.

  As described above, when there is an engine start request during constant speed running control, if it is determined that the torque of the motor / generator MG is insufficient with respect to the target drive torque, the engine start control is immediately executed and the “HEV mode” is set. Switch.

  For this reason, when a situation requiring the engine torque output from the engine Eng occurs, it is possible to perform the constant speed traveling control by switching to the “HEV mode” and to ensure the accuracy. In addition, since the second clutch CL2 is slip-released when switching to the “HEV mode”, the transmission of the engine rotation fluctuation accompanying the start of the engine Eng to the drive system is reduced while securing the driving force of the vehicle. The engine Eng can be started.

"Third control action during constant speed travel control"
The third control action during constant speed running control refers to a control action when there is an engine start request during constant speed running control and when the torque of the motor / generator MG has a margin with respect to the target drive torque. Hereinafter, the “third control action during constant speed traveling control” will be described with reference to the time chart of FIG. 6. FIG. 6 shows the actual speed of the vehicle, the presence or absence of an engine start request, the ON / OFF state of the second clutch CL2, the ON / OFF state of the first clutch CL1, and the engine Eng during constant speed running control in the “EV mode”. It is a time chart which shows the ON (start) / OFF (stop) state. In FIG. 6, it is assumed that the target drive torque (step S3) calculated so as to achieve the target vehicle speed is smaller than the EV possible drive torque (Yes in step S5).

  During constant speed running control in "EV mode", the motor / generator MG is driven and controlled to maintain the target vehicle speed, but the running resistance changes due to changes in the road surface conditions where the vehicle is running, etc. As shown in FIG. 6, a vehicle that is actually running does not maintain a vehicle speed that completely matches the target vehicle speed, and the vehicle may be accelerated to a target vehicle speed slightly but slowly. It is decelerating (see 0 to T1). Here, when an engine start request is made (see T1), the process proceeds from step S4 to step S5 in the flowchart of FIG. 2, and the motor / generator MG torque has a margin (maintaining the set target vehicle speed). If the actual vehicle speed is lower than the target vehicle speed at step S6, the process proceeds to step S11 and step S12. Then, the flow returning to step S1 is repeated, the “EV mode” is continued, and constant speed running control is performed (see T1 to T2). In other words, if there is an engine start request, but the motor / generator MG has sufficient torque and the actual vehicle speed is lower than the target vehicle speed, the engine start control is not performed and the “EV mode” is not performed. Constant speed running control is continued. When the actual vehicle speed of the vehicle exceeds the target vehicle speed (see T2), the process proceeds to step S1 to step S6 in the flowchart of FIG. 2, and the actual vehicle speed of the vehicle exceeds the target vehicle speed in step S6. Is advanced to step S7, the second clutch CL2 is released in step S7 (see T2), and engine start control is started in step S8 (see T3 to T5).

  In this engine start control, the first clutch CL1 is engaged from half-engagement (so-called smooth lockup (see T3 to T5)), and the engine Eng rotation speed (cranking rotation speed) is established by the engagement of the first clutch CL1. The cranking operation to keep the crank speed of the engine Eng constant, and the intake air control to keep a constant intake air amount and the fuel injection control to keep a constant fuel injection amount during this cranking operation The ignition timing is controlled by the spark plug (see T3 to T5). This engine start control is performed until it is confirmed in step S9 that the engine Eng has started (see T5). When it is confirmed that the engine Eng has started, the process proceeds to step S10, where the second clutch CL2 is engaged. Once it is engaged (see T6 to T7), it switches to “HEV mode” (see T7). Thereafter, the process proceeds from step S11 to step S12, and shifts to constant speed traveling control in the “HEV mode”.

  As described above, if there is an engine start request during constant speed running control and it is determined that the motor / generator MG torque has a margin with respect to the target drive torque, the actual vehicle speed of the vehicle is below the target vehicle speed. The constant speed running control in the “EV mode” is continued without performing the engine start control, and when the actual vehicle speed of the vehicle exceeds the target vehicle speed, the engine start control is performed and the mode is shifted to the “HEV mode”.

  For this reason, when there is an engine start request during constant speed traveling control and there is a margin in the motor / generator MG torque relative to the target drive torque, the actual vehicle speed of the vehicle traveling under constant speed traveling control is Since engine start control is not performed while the vehicle speed is below the target vehicle speed, in the situation where the actual vehicle speed of the vehicle is below the target vehicle speed when the engine start request is issued (see T1 in FIG. 6), From that time until the time when the vehicle speed exceeds the target vehicle speed (see T1 to T2 in FIG. 6), constant speed running control in the “EV mode” is continued without performing engine start control. As a result, the “EV mode”, that is, the situation where the vehicle travels only with the motor / generator MG can be expanded, and the fuel efficiency can be improved. At this time, since the constant speed traveling control is continued, it is possible to prevent the accuracy of the constant speed traveling control from being lowered, that is, to prevent the actual vehicle speed of the vehicle from deviating from the target vehicle speed.

  In addition, when there is an engine start request during constant speed traveling control and the motor / generator MG has a margin with respect to the target driving torque, the actual vehicle speed of the vehicle traveling under constant speed traveling control is the target. When the vehicle speed is exceeded (see T2 in FIG. 6), the engine start control is performed after the second clutch CL2 is disengaged (see T3 to T6 in FIG. 6), and the shift to the constant speed running control in the “HEV mode” is made. To do. Here, when the actual vehicle speed exceeds the target vehicle speed, the second clutch CL2 is released because the vehicle under constant speed traveling control is controlled to decelerate so that the vehicle speed approaches the target vehicle speed. Even if the torque from the motor / generator MG is not transmitted to the left and right drive wheels LT, RT (so-called driving force loss state), the reduction in the accuracy of the constant speed traveling control is prevented, that is, the actual vehicle speed is reduced from the target vehicle speed. It is possible to prevent divergence. In particular, immediately after the actual vehicle speed exceeds the target vehicle speed, the vehicle is accelerating and is controlled to travel at a reduced speed. Can be prevented.

  Further, as described above, when engine start control is performed, the second clutch CL2 is released (as described above, the second clutch CL2 is slipped so as to distribute the torque necessary for cranking the engine Eng to the engine Eng side). Therefore, all the torque output from the motor / generator MG can be used as the cranking torque for the cranking operation of the engine Eng. It can be started reliably in time.

  Next, since the engine Eng is started in a short time, the time during which the second clutch CL2 is disengaged can be shortened, so that the state of loss of driving force accompanying the disengagement of the second clutch CL2 can be shortened. In addition, it is possible to more appropriately prevent a decrease in the accuracy of the constant speed traveling control due to the driving force loss.

  Moreover, since the second clutch CL2 is released during the cranking operation, it is possible to reliably prevent the shock accompanying the engine start from being transmitted to the drive system.

  Since the cranking torque can be increased, even if the second clutch CL2 is slip-engaged during the cranking operation, the engine Eng caused by rotating the engine Eng with the torque from the motor / generator MG. The shock at the time of the first explosion of the engine Eng (the torque seen in the rotation direction of the motor / generator MG due to the start of the engine Eng is positive from the negative state) Torque fluctuation when switching to a state instantaneously) can be reduced.

  The cranking torque is released by releasing the second clutch CL2 (same as described above even if the second clutch CL2 is slip-engaged so as to distribute the torque required for cranking the engine Eng to the engine Eng side). Therefore, during constant speed running control in “EV mode”, the EV possible drive torque, which is the standard for judging the torque margin of the motor / generator MG, is saved as the torque for engine start control. In addition, since it is not necessary to make a setting, it is possible to expand the situation where the vehicle travels only in the “EV mode”, that is, the motor / generator MG, and the fuel efficiency can be improved. In other words, when setting the EV possible drive torque while preserving the torque for engine start control, the torque for engine start control is subtracted from the maximum torque that can be output by the motor / generator MG, and the rest is The maximum torque that can be used for travel control is obtained, and the EV driving torque is obtained by subtracting the acceleration margin from the remaining portion. On the other hand, in the first embodiment, the maximum torque that can be output from the motor / generator MG can be set to the maximum torque that can be used for travel control. Since the subtracted value can be set as the EV possible drive torque, the limit value for switching from the “EV mode” to the “HEV mode” with the target drive torque as the criterion can be increased. The mode, that is, the situation where the vehicle travels only with the motor / generator MG can be expanded, and the fuel consumption can be improved.

  Next, the effect will be described.

  In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

  (1) The drive system includes an engine Eng, a motor (motor / generator MG), a clutch (first clutch CL1) interposed between the engine Eng and the motor, and drive wheels (left and right rear wheels LT, RT), and when there is an engine start request, the clutch is engaged or slip-engaged, engine start control means (step S8) for performing engine start control using the motor as an engine start motor, and the vehicle speed is set to the target vehicle speed. And a constant speed travel control means (step S2 and step S3) for performing constant speed travel control for controlling the drive system so as to maintain the engine start control means. When there is an engine start request during the constant speed running control by the control means, the engine start control is not performed while the actual vehicle speed is lower than the target vehicle speed. The engine start control is started when the actual vehicle speed exceeds the target vehicle speed. For this reason, it is possible to expand the situation in which the vehicle can travel only with the driving force of the motor while preventing a decrease in accuracy of the constant speed traveling control.

  (2) The clutch interposed between the engine and the motor is a first clutch CL1, and the drive system has a second clutch CL2 interposed between the motor and the drive wheel, Clutch control means (clutch controller 16) for engaging or slip-engaging the second clutch to transmit the driving force from the motor and the engine is provided, and the engine start control means has an actual vehicle speed exceeding the target vehicle speed. When the clutch control means slips and engages the second clutch, the engine start control is performed after the clutch control means slips the second clutch so that the torque necessary for starting the engine out of the torque output from the motor is distributed to the engine. Start. For this reason, since sufficient cranking torque can be ensured, the time for starting the engine can be shortened, so that the shock associated with starting the engine can be reduced. In addition, since sufficient cranking torque is ensured by slip-engaging the second clutch, EV serving as a reference for determining the motor torque margin during constant speed traveling control in the “EV mode” Since it is not necessary to set the possible drive torque while preserving the torque for engine start control, it is possible to expand the “EV mode”, that is, the situation where the vehicle is driven only by the motor, and improve the fuel consumption.

  (3) When the actual vehicle speed exceeds the target vehicle speed, the engine start control means starts the engine start control after the clutch control means releases the second clutch. For this reason, it is possible to reliably prevent the shock accompanying the engine start from being transmitted to the drive system.

  (4) When the engine start request is made during the constant speed travel control by the constant speed travel control means, the engine start control means has no remaining power in the motor based on the travel drive torque required for the constant speed travel control. Even if the actual vehicle speed does not exceed the target vehicle speed, the engine start control is started. For this reason, when a situation requiring engine torque output from the engine occurs, it is possible to switch to the “HEV mode” to perform constant speed traveling control and to ensure the accuracy thereof.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1, it is not restricted to these Examples 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 present invention is applied to a parallel hybrid vehicle. However, a hybrid vehicle is controlled by using a clutch between an engine and a motor / generator and using the motor / generator as an engine start motor during engine start control. Any device can be applied.

Eng engine
MG Motor / Generator (as motor)
CL1 first clutch
CL2 2nd clutch
LT Left rear wheel (as drive wheel)
RT (as driving wheel) right rear wheel 14 integrated controller 16 clutch controller (as engine start control means and clutch control means) 17 engine controller (as engine start control means) 18 motor (as constant speed running control means) motor controller

Claims (4)

The drive system has an engine, a motor, a clutch interposed between the engine and the motor, and a drive wheel. When there is an engine start request, the clutch is engaged or slip-engaged, and the motor Control of a hybrid vehicle comprising: engine start control means for performing engine start control using an engine start motor; and constant speed travel control means for performing constant speed travel control for controlling the drive system so as to keep the vehicle speed at a target vehicle speed. In the device
The engine start control means does not perform the engine start control while the actual vehicle speed is lower than the target vehicle speed when there is an engine start request during the constant speed travel control by the constant speed travel control means. The hybrid vehicle control device starts the engine start control when the vehicle speed exceeds the target vehicle speed. In the hybrid vehicle control device according to claim 1,
The clutch interposed between the engine and the motor is a first clutch,
The drive system has a second clutch interposed between the motor and the drive wheel,
Clutch control means for engaging or slip-engaging the second clutch to transmit driving force from the motor and the engine;
The engine start control means is configured to distribute the torque necessary for starting the engine out of the torque output from the motor when the actual vehicle speed exceeds the target vehicle speed, to the engine. The hybrid vehicle control device starts the engine start control after the second clutch is slip-engaged. In the hybrid vehicle control device according to claim 2,
The engine start control means starts the engine start control after the clutch control means releases the second clutch when an actual vehicle speed exceeds the target vehicle speed. . In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
When the engine start request is made during the constant speed travel control by the constant speed travel control means, the engine start control means has an actual power if the motor has no remaining capacity based on the travel drive torque necessary for the constant speed travel control. The hybrid vehicle control device, wherein the engine start control is started even if the vehicle speed does not exceed the target vehicle speed.

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