JP2012121568A - Engine start control device of hybrid vehicle - Google Patents

Engine start control device of hybrid vehicle Download PDF

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Publication number
JP2012121568A
JP2012121568A JP2012001850A JP2012001850A JP2012121568A JP 2012121568 A JP2012121568 A JP 2012121568A JP 2012001850 A JP2012001850 A JP 2012001850A JP 2012001850 A JP2012001850 A JP 2012001850A JP 2012121568 A JP2012121568 A JP 2012121568A
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Prior art keywords
clutch
engine
transmission
generator
motor
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Pending
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JP2012001850A
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Japanese (ja)
Inventor
Shoji Suga
Fumihiro Yamanaka
史博 山中
章二 菅
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Nissan Motor Co Ltd
日産自動車株式会社
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Priority to JP2012001850A priority Critical patent/JP2012121568A/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

A start shock is effectively reduced by slip control of a shift friction element having the highest influence on output torque by transmission torque capacity control among the shift friction elements in an engaged state.
A second clutch that connects and disconnects an engine and a motor / generator in a tandem arrangement by means of a first clutch and an automatic transmission is interposed between the motor / generator and a drive wheel. Assuming a hybrid vehicle that uses the variable speed friction element in the automatic transmission, the effect of the transfer torque capacity control on the output torque is the greatest when the engine is started by lowering the transfer torque capacity of the second clutch and engaging the first clutch. A high shift friction element is used as the second clutch (S23), and the engine start shock is effectively reduced by the transmission torque capacity reduction (slip) control (S25).
[Selection] Figure 5

Description

  The present invention relates to an engine start control technique for a hybrid vehicle that includes an engine and a motor / generator as a power source and can travel using power from at least one of the engine and the motor / generator.

  Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. One of them is disclosed in Patent Documents 1 and 2.

This hybrid drive system has an engine and a motor / generator in tandem as power sources,
The engine and motor / generator can be connected by the first clutch,
The motor / generator and drive wheel can be connected / disconnected by the second clutch,
As the second clutch, a shift friction element in the automatic transmission interposed between the motor / generator and the drive wheel is used.

A hybrid vehicle equipped with such a drive device can perform electric travel only by a motor / generator when releasing the first clutch and engaging the second clutch (EV mode),
When engaging both the first and second clutches, use only the power from the engine, or use both engine power and power from the motor / generator, that is, by power from both the engine and motor / generator. Hybrid driving is possible (HEV mode).

In such a hybrid vehicle, the electric driving (EV) mode is used for small and low loads and low vehicle speeds, including when starting, because of the ease of delicate driving force control, and high output is required at high loads and high vehicle speeds. / Hybrid driving (HEV) mode is used because the driving power is insufficient with only the power from the generator.
Therefore, if the accelerator pedal is depressed or the vehicle speed increases and the vehicle is in a heavy load / high vehicle speed driving state while driving in the electric vehicle (EV) mode with a small, low load and low vehicle speed, the hybrid vehicle (HEV) mode is entered. The engine needs to be started for mode switching.

  In the hybrid vehicle of the above type, the starter motor for starting the engine is not provided, and when starting the engine when switching from EV to HEV mode, the first clutch that has been released in the EV mode is engaged, Normally, the engine is cranked by the power of the motor / generator, and the engine is rotated up to a speed at which the engine can be started.

By the way, when the engine is started, a large torque fluctuation occurs, and this torque fluctuation is transmitted to the drive wheels to cause an engine start shock, which gives the passenger a sense of incongruity.
As a technique for reducing such engine start shock, Patent Documents 1 and 2 describe that when the above torque fluctuation that causes engine start shock occurs when the torque transmission capacity of the second clutch is reduced during engine start, the slip of the second clutch occurs. Thus, a technique has been proposed in which the torque fluctuation is absorbed so as not to go to the driving wheel, thereby reducing the engine start shock.

Japanese Patent Laid-Open No. 11-082260 JP 2005-221073 A

However, as described in Patent Documents 1 and 2, when the shift friction element in the automatic transmission is diverted as the second clutch, and the second clutch that diverts the shift friction element in this way is slip-controlled to reduce engine start shock, Is
Since the shift friction elements that can be diverted are all the shift friction elements that are fastened to select the current shift speed, which shift friction element is used as the second clutch and slips to reduce engine start shock. Control is important for effectively reducing engine start shock.

  The present invention uses the most suitable shift friction element among the shift friction elements fastened to select the current shift speed as the second clutch, and performs slip control to reduce engine start shock. An object of the present invention is to propose an engine start control for a hybrid vehicle that can reduce the engine start shock most effectively.

For this purpose, the engine start control device for a hybrid vehicle according to the present invention is configured as described in claim 1.
First of all, to explain the prerequisite hybrid vehicle,
Provide the engine and motor / generator in tandem as a power source,
The engine and motor / generator can be connected by the first clutch,
The motor / generator and drive wheel can be connected by the second clutch,
By interposing the automatic transmission between the motor / generator and the driving wheel, the shift friction element in the automatic transmission is used as the second clutch,
When starting the engine in a state where the first clutch is released and the second clutch is engaged to perform electric traveling only by the motor / generator, the transmission torque capacity of the second clutch is reduced and the first clutch is engaged, The engine is started by cranking the engine by the driving torque of the motor / generator.

The engine start control device for a hybrid vehicle according to the present invention is such a hybrid vehicle,
As the second clutch that reduces the transmission torque capacity when the engine is started, the shift that has the greatest effect on the transmission output torque by transmission torque capacity control is selected from among the shift friction elements that are engaged to select the current gear position. The friction element is configured to be used.

According to the engine start control device of the hybrid vehicle according to the present invention described above,
As a second clutch that reduces the transmission torque capacity to reduce the start shock when starting the engine, among the transmission friction elements that are engaged to select the current gear position, the effect on the transmission output torque by the transmission torque capacity control In order to divert the highest shift friction element, and to control this to reduce engine start shock,
The engine start shock can be surely reduced as compared with the case where the other shift friction elements are controlled by slip control, and the engine start shock can be most effectively reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a power train of a front engine / rear wheel drive hybrid vehicle including a hybrid drive device incorporating an engine start control device according to an embodiment of the present invention, together with its control system. FIG. 2 is an engagement logic diagram showing a relationship between a selected shift stage of the automatic transmission in FIG. 1 and a combination of engagement of shift friction elements. Ratio of contribution to transmission output torque due to change in transmission torque capacity (clutch torque change) of transmission friction element in automatic transmission shown in FIG. 1 and contribution to transmission output torque due to change in transmission input torque Is a diagram showing a certain shift stage. FIG. 2 is a flowchart showing a first clutch control program executed by the power train control system in FIG. 1 when the engine is started. 3 is a flowchart showing a control program for a second clutch that is executed by the power train control system in FIG. 1 when the engine is started. 6 is an operation time chart according to clutch control at the time of engine start in FIGS.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive type hybrid vehicle including a hybrid drive device incorporating an engine start control device according to an embodiment of the present invention, together with its control system. Is an automatic transmission, and 3 is a motor / generator.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 2 is arranged in tandem at the rear of the engine 1 in the vehicle longitudinal direction as in the case of a normal rear wheel drive vehicle, and the engine 1 (specifically, the crankshaft 1a) A motor / generator 3 is provided coupled to a shaft 5 that transmits the rotation to the input shaft 4 of the automatic transmission 2.

The motor / generator 3 includes an annular stator 3a fixed in a housing and a rotor 3b arranged concentrically with a predetermined air gap in the stator 3a. Acting as an electric motor) or acting as a generator (generator), it is arranged between the engine 1 and the automatic transmission 2.
The motor / generator 3 passes through the shaft 5 and is attached to the center of the rotor 3b, and uses the shaft 5 as a motor / generator shaft.

The first clutch 6 is inserted between the motor / generator 3 and the engine 1, more specifically, between the motor / generator shaft 5 and the engine crankshaft 1a, and the engine 1 and the motor / generator 3 are connected by the first clutch 6. Combine in a detachable manner.
Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

The motor / generator 3 and the automatic transmission 2 are directly connected to each other by the direct connection of the motor / generator shaft 5 and the transmission input shaft 4.
The automatic transmission 2 is similar to the well-known planetary gear type automatic transmission in its transmission mechanism, but the torque converter is excluded from this, and the motor / generator 3 is directly connected to the transmission input shaft 4 instead. It shall be combined.

The automatic transmission 2 will be briefly described below.
The automatic transmission 2 includes an output shaft 7 arranged in a coaxial butt relationship with the input shaft 4, and the front planetary gear set Gf and the center planetary gear are sequentially placed on the input / output shafts 4 and 7 from the engine 1 (motor / generator 3) side. A set Gm and a rear planetary gear set Gr are provided, and these are the main components of the planetary gear transmission mechanism in the automatic transmission 2.

The front planetary gear set Gf closest to the engine 1 (motor / generator 3) is a simple planetary gear comprising a front sun gear Sf, a front ring gear Rf, a front pinion Pf meshing with the front sun gear Sf, and a front carrier Cf that rotatably supports the front pinion. A gear set,
Next, the center planetary gear set Gm close to the engine 1 (motor / generator 3) includes a center sun gear Sm, a center ring gear Rm, a center pinion Pm meshing with the center sun gear Sm, and a center carrier Cm that rotatably supports the center pinion. A planetary gear set,
The rear planetary gear set Gr farthest from the engine 1 (motor / generator 3) is a simple planetary gear set comprising a rear sun gear Sr, a rear ring gear Rr, a rear pinion Pr meshing with the rear sun gear Sr, and a rear carrier Cr that rotatably supports the rear pinion. To do.

  Front friction Fr / B, input clutch I / C, high-and-low reverse clutch H & LR / C, direct clutch D / C, reverse, as the transmission friction elements that determine the transmission path (speed stage) of the planetary gear transmission mechanism A brake R / B and a forward brake FWD / B are provided, and these are correlated with the above-described components of the planetary gear group Gf, Gm, Gr as follows to constitute a planetary gear transmission mechanism of the automatic transmission 2.

The front ring gear Rf is coupled to the input shaft 4, and the center ring gear Rm can be appropriately coupled to the input shaft 4 by the input clutch I / C.
The front sun gear Sf can be appropriately fixed to the transmission case 2a by the front brake Fr / B.
Front carrier Cf and rear ring gear Rr are coupled to each other, and center ring gear Rm and rear carrier Cr are coupled to each other.
The center carrier Cm is coupled to the output shaft 7, and the center sun gear Sm and the rear sun gear Sr can be coupled to each other by a high and low reverse clutch H & LR / C.

The rear sun gear Sr and the rear carrier Cr can be coupled by the direct clutch D / C, and the rear carrier Cr can be appropriately fixed to the transmission case 2a by the reverse brake R / B.
Further, the center sun gear Sm can be appropriately fixed to the transmission case 2a by the forward brake FWD / B.

  The power transmission train of the above planetary gear transmission mechanism is a selective transmission shown by the circles in Fig. 2 for six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B. By engaging, it is possible to obtain the forward shift speed and the reverse shift speed of the first forward speed, the second forward speed, the third forward speed, the fourth forward speed, and the fifth forward speed.

A hybrid vehicle having the power train of FIG. 1 composed of the engine 1, the motor / generator 3 and the automatic transmission 2 described above is provided between the motor / generator 3 and a drive wheel coupled to the transmission output shaft 7. A second clutch is required that is detachably coupled,
In this embodiment, among the six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B existing in the automatic transmission 2, the following will be described. The selected variable friction element is used as the second clutch.

The functions for each power train selection mode described above with reference to FIG. 1 will be described below.
In the power train of FIG. 1, when the electric travel (EV) mode used at low load and low vehicle speed including when starting from a stopped state is required, the first clutch 6 is released and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.

When the motor / generator 3 is driven in this state, only the output rotation from the motor / generator 3 reaches the transmission input shaft 4, and the automatic transmission 2 changes the rotation to the input shaft 4 to the selected shift. The speed is changed according to the speed and output from the transmission output shaft 7.
Then, the rotation from the transmission output shaft 4 reaches the left and right drive wheels through a differential gear device (not shown), and the vehicle can be electrically driven (EV traveling) only by the motor / generator 3. (EV mode)

When the hybrid travel mode (HEV mode) used for high speed travel, heavy load travel, or when the battery power that can be taken out is low is required, the first clutch 6 is engaged and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.
In this state, the output rotation from the engine 1 or both the output rotation from the engine 1 and the output rotation from the motor / generator 3 reach the transmission input shaft 4, and the automatic transmission 2 is connected to the input shaft 4 Is rotated according to the currently selected shift speed and output from the transmission output shaft 7.
Thereafter, the rotation from the transmission output shaft 7 passes through a differential gear device (not shown) to reach the left and right drive wheels, and the vehicle can be hybrid-run by both the engine 1 and the motor / generator 3. (HEV mode)

  When the engine 1 is operated at the optimum fuel efficiency during such HEV traveling, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 3 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 3, the fuel consumption of the engine 1 can be improved.

Here, among the six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B in the automatic transmission 2, which shift friction element is used as the second clutch. Whether to divert will be described below.
The second clutch needs to be subjected to reduction control (slip control) of the transmission torque capacity to reduce the start shock when starting the engine, and an engine start request is generated when the EV mode is changed to the HEV mode when the engine load is increased. Therefore, a downshift of the automatic transmission corresponding to an increase in engine load may occur.
Therefore, in relation to the presence or absence of the downshift and the accelerator operation of the driver representing the engine load, the shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, FWD / Decide which one of B will be used as the second clutch.

That is, when a downshift of the automatic transmission 2 is requested at the time of switching from the EV mode to the HEV mode (when the engine is started), or when an accelerator operation that would cause the downshift request is performed, Since the disengagement side shift friction element to be switched from the engaged state to the disengagement state during the downshift has a reduced transmission torque capacity during the downshift, this disengagement side shift friction element is diverted as the second clutch,
The disengagement side shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

When the downshift of the automatic transmission 2 is not required at the time of engine start, or when an accelerator operation that does not cause the downshift request is performed, a shift friction element (for selecting the current shift stage) The shift friction element that has the highest influence on the transmission output torque by the transmission torque capacity control (the highest input torque fluctuation blocking effect) among the shift friction elements indicated by circles in FIG. Diverted as and
Such a shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

Therefore, the input torque fluctuation cutoff rate (transmission torque capacity of the shift friction element) of each shift friction element Fr / B, I / C, H & LR / C, D / C, R / B, FWD / B in the automatic transmission 2 The ratio at which the transmission input torque fluctuation can be cut off by slip by the lowering control) is obtained in advance for each shift stage, and the shift with the highest input torque fluctuation cutoff rate is selected among the shift friction elements for selecting the current shift stage. Divert the friction element as the second clutch,
The shift friction element (second clutch) having the highest input torque fluctuation cut-off rate is slipped by the transmission torque capacity reduction control, and is used for reducing the engine start shock.

In addition to FIG. 3, for a certain shift stage selected by engagement of the shift friction elements A, B, and C, the clutch torque change due to the transmission torque capacity reduction control of these shift friction elements A, B, and C is the transmission output. The degree of contribution that affects the torque (height of the bar graph shown with diagonal lines in FIG. 3) and the degree of contribution that the change in transmission input torque affects the transmission output torque (shown with dots in FIG. 3) The ratio with the height of the bar graph) is obtained in advance by calculation or experiment using vehicle specifications (vehicle weight, inertia, etc.)
For each of the other shift speeds, the contributions to the transmission output torque due to changes in the clutch torque of the corresponding shift friction elements and the contributions to the transmission output torque due to changes in the transmission input torque are individually determined in the same manner. The ratio is obtained in advance.

The height of the bar graph shown with diagonal lines in FIG. 3 (the contribution to the transmission output torque due to the change in clutch torque) is the input torque fluctuation cut-off during transmission torque capacity reduction control of the transmission friction elements A, B, and C It means the height of the rate (input torque fluctuation cutoff effect).
Therefore, when the automatic transmission 2 maintains the gear stage selected by engaging the frictional friction elements A, B, and C and does not involve a downshift, the input torque fluctuation is cut off when switching from EV to HEV mode (when the engine is started). Shift friction element B with the highest rate (input torque fluctuation blocking effect) is used as the second clutch,
The shift friction element (second clutch) B having the highest input torque fluctuation cut-off rate is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

  Incidentally, the existing transmission friction element in the automatic transmission 2 used as the second clutch can originally change the transmission torque capacity in the same manner as the first clutch 6.

  In the above description, the automatic transmission 2 is described as a stepped automatic transmission. However, the automatic transmission 2 is not limited to a stepped type, and may be a continuously variable transmission. In the case of a step transmission, the forward selection clutch and the reverse selection brake in the forward / reverse switching mechanism constitute the second clutch.

Next, the engine 1, the motor / generator 3, the first clutch 6, and the second clutch (hereinafter referred to as CL2) in the automatic transmission 2 that is selected and diverted as described above are included in the power train of the hybrid vehicle. ) Is schematically described based on FIG.
This control system includes an integrated controller 11 that integrally controls the operating point of the power train. The operating point of the power train includes the target engine torque tTe, the target motor / generator torque tTm, and the target transmission torque of the first clutch 6. It is defined by the capacity tTc1 and the target transmission torque capacity tTc2 of the second clutch CL2.

In the integrated controller 11, in order to determine the operating point of the power train,
A signal from the engine rotation sensor 12 for detecting the rotation speed Ne of the engine 1,
A signal from the motor / generator rotation sensor 13 for detecting the rotation speed Nm of the motor / generator 3;
A signal from the input rotation sensor 14 for detecting the transmission input rotation speed Ni;
A signal from the output rotation sensor 15 for detecting the transmission output rotation speed No (vehicle speed),
A signal from the accelerator opening sensor 16 for detecting the accelerator pedal depression amount (accelerator opening APO);
A signal from a power storage state sensor 17 that detects a power storage state SOC (power that can be taken out) of a battery (not shown) that stores power for the motor / generator 3 is input.

  The integrated controller 11 is an operation mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed) among the above input information ( EV mode, HEV mode) is selected, and target engine torque tTe, target motor / generator torque tTm, first clutch target transmission torque capacity tTc1, and second clutch target transmission torque capacity tTc2 are calculated.

  The target engine torque tTe is supplied to the engine controller 21. The engine controller 21 realizes the target engine torque tTe based on the engine speed Ne from the engine speed Ne detected by the sensor 12 and the target engine torque tTe. Therefore, the engine 1 is controlled so that the engine torque becomes the target engine torque tTe by the throttle opening control and the fuel injection amount control.

The target motor / generator torque tTm is supplied to the motor / generator controller 22, which converts the battery power into DC-AC by means of an inverter (not shown) and controls the motor under the control of the inverter. The motor / generator torque is supplied to the stator 3a of the generator 3 so that the motor / generator torque matches the target motor / generator torque tTm.
If the target motor / generator torque tTm is such that the motor / generator 3 requires a regenerative braking action, the motor / generator controller 22 is connected to the battery storage state SOC (power that can be taken out) detected by the sensor 17 via the inverter. ) To the motor / generator 3 so as to prevent the battery from being overcharged.
The electric power generated by the motor / generator 3 due to the regenerative braking action is AC-DC converted to charge the battery.

  The first clutch target transmission torque capacity tTc1 is supplied to the first clutch controller 23. The first clutch controller 23 includes the first clutch engagement pressure command value corresponding to the first clutch target transmission torque capacity tTc1, the first clutch 6 By controlling the engagement pressure of the first clutch 6 so that the actual engagement pressure of the first clutch 6 becomes the first clutch engagement pressure command value, the transmission torque capacity of the first clutch 3 is targeted Executes control for value tTc1.

  The second clutch target transmission torque capacity tTc2 is supplied to the transmission controller 24, which transmits the second clutch engagement pressure command value corresponding to the second clutch target transmission torque capacity tTc2 and the actual value of the second clutch CL2. By controlling the engagement pressure of the second clutch CL2 so that the actual engagement pressure Pc2 of the second clutch CL2 becomes the second clutch engagement pressure command value tTc2 by comparing with the engagement pressure, the transmission torque capacity of the second clutch CL2 is targeted. Executes control to obtain the value tTc2.

  The transmission controller 24 basically sets the current driving state based on the planned shift map based on the transmission output rotation speed No (vehicle speed) detected by the sensor 15 and the accelerator opening APO detected by the sensor 16. A suitable gear position is obtained, and the transmission 2 is automatically shifted so that the suitable gear position is selected.

The above is an outline of the normal control executed by the control system of FIG.
In the present embodiment, the accelerator pedal is depressed during traveling in the electric traveling (EV) mode with the first clutch 6 released, the vehicle speed is increased, a heavy load / high vehicle speed driving state is reached, or the battery charge state SOC ( The engine start when the mode change to the hybrid running (HEV) mode is requested due to a decrease in the power that can be taken out) is as follows according to the control program shown in Figs. Assumed to be performed

  As described above, the hybrid vehicle having the power train shown in FIG. 1 does not include the starter motor for starting the engine, and the engine is released in the EV mode when the engine is switched from EV to HEV mode. The first clutch 6 was engaged, the engine 1 was cranked by the power of the motor / generator 3, the engine 1 was rotated up to a startable speed, and the second clutch CL2 was In order to reduce the engine start shock by slipping, the transmission torque capacity reduction control is performed.

FIG. 4 shows the transmission torque capacity control of the first clutch 6 when the EV → HEV mode is switched (when the engine is started), and FIG. 5 is the second clutch CL2 when the EV → HEV mode is switched (when the engine is started). Shows the transmission torque capacity control of
The transmission torque capacity control of the first clutch 6 shown in FIG. 4 and the transmission torque capacity control of the second clutch CL2 shown in FIG. 5 are obtained by increasing the accelerator opening APO as shown in FIG. It is assumed that the mode switching request (engine start request) is started simultaneously in parallel at the instant t1.

In the transmission torque capacity control of the first clutch 6 shown in FIG. 4, first, in step S11, the motor / generator rotational speed Nm is increased as shown in the figure for engine start from the instant t1 of EV → HEV mode switching request (engine start request). In order to achieve this, the first clutch target transmission torque capacity tTc1 is increased stepwise to the cranking torque corresponding value as shown in the figure.
Although not shown at this time, the motor / generator torque is also increased to a value corresponding to the cranking torque, and this motor / generator torque is started after the second clutch slip determination instant t2, which will be described later. The feedback control is performed so that the target value tNm is obtained.
Thus, the engine 1 is cranked by the motor / generator 3 via the first clutch 6, and the engine speed Ne increases as shown in FIG.

  On the other hand, when the transmission torque capacity control of the second clutch CL2 shown in FIG. 5 is performed, first, in step S21, the downshift request for the automatic transmission 2 is made at the instant t1 of EV → HEV mode switching request (engine start request) in FIG. If there is no downshift request, in step S22, a sudden downshift request for the automatic transmission 2 is generated depending on whether or not the accelerator pedal depression speed (accelerator opening APO increase speed) is equal to or higher than the set value. Check whether or not.

  If it is determined in step S21 that there is no downshift request, and it is determined in step S22 that the accelerator pedal depression speed is not a sudden step that causes a sudden stepdown shift request, the automatic transmission 2 is downshifted. Since EV-> HEV mode switching (engine start) is not accompanied, in step S23, among the shift friction elements for which the current shift stage is selected, the shift having the largest transmission input torque fluctuation blocking effect described above with reference to FIG. The friction element is used as the second clutch CL2.

  However, if it is determined in step S21 that there is a downshift request, or if it is determined in step S22 that the accelerator pedal depression speed is a sudden step that generates a downshift request, the automatic transmission 2 is accompanied by a downshift. Since EV → HEV mode switching (engine start), in step S24, the disengagement side shift friction element that should be brought into the disengaged state from the engaged state during the downshift is used as the second clutch CL2.

  In the next step S25, if EV → HEV mode switching (engine start) without downshifting of the automatic transmission 2 is performed (engine start), the shift friction element having the greatest input torque fluctuation blocking effect selected as the second clutch CL2 in step S23 ( The target transmission torque capacity tTc2 of the second clutch CL2) is reduced to reduce the engine start shock, and the shift friction element (second clutch CL2) is slip-controlled.

Here, the transmission torque capacity reduction control of the second clutch CL2 gives priority to the requested driving force of the vehicle toward the driving wheel and is performed within that range. For example, as shown by the solid line α1 in FIG. → HEV mode switching request (engine start request) At the instant t1, the second clutch target transmission torque capacity tTc2 is reduced to a value obtained by multiplying the target driving torque corresponding to the accelerator opening APO by 0.7.
In the next step S26, it is checked whether or not the engine rotational speed Ne has become equal to or higher than the motor / generator rotational speed Nm due to the self-sustained operation, and the control is returned to step S25 until Ne ≧ Nm, and the second clutch CL2 is operated. The transmission torque capacity reduction control (slip control) is continued.

  During this period, the downshift disengagement side shift friction element selected as the second clutch CL2 in step S24 is not subject to slip control in step S25, and therefore its target transmission torque capacity tTc2 is maximized as indicated by the solid line β in FIG. Needless to say, the value is kept in a completely fastened state.

In the case of EV → HEV mode switching (engine start) accompanied by downshifting of the automatic transmission 2, in step S25, the downshift release side shifting friction element (second clutch CL2) selected as the second clutch CL2 in step S24. The target transmission torque capacity tTc2 is reduced to reduce the engine start shock, and the disengagement side shift friction element (second clutch CL2) is slip-controlled.
In this case, the transmission torque capacity lowering control of the second clutch CL2 is also performed within the range by giving priority to the requested driving force of the vehicle toward the driving wheel.

As shown by the solid line γ1 in FIG. 6, the second clutch CL2 transfer torque capacity lowering control at this time is the EV → HEV mode switching request (engine start request) instant t1, and the second clutch target transmission torque capacity tTc2 is opened. Start by reducing the target drive torque corresponding to the degree APO to a value multiplied by 0.7.
Also in this case, in the transmission torque capacity reduction control (slip control) of the second clutch CL2, in step S26, the engine rotational speed Ne has become equal to or higher than the motor / generator rotational speed Nm due to self-sustaining operation (Ne ≧ Nm). Continue until determined.

  During this time, since the shift friction element having the maximum input torque fluctuation cutoff effect selected as the second clutch CL2 in step S23 is not subject to slip control in step S25, its target transmission torque capacity tTc2 is indicated by a solid line δ in FIG. Needless to say, the maximum value is kept as it is and is kept in a completely fastened state.

In step S12 of FIG. 4, it is determined whether or not the engine 1 completes explosion by the cranking of the engine 1 in step S11 and the self-sustained operation is performed. Check whether it is possible to reach a predetermined range.
Note that whether or not the engine speed Ne is close to the predetermined range with respect to the motor / generator speed Nm is determined by the complete explosion determination of the engine 1 as in step S12.
The determination may be performed by determining the start of fuel injection of the engine 1 or by determining whether the engine rotation speed Ne is increased to a set rotation speed (for example, 500 rpm).

After the complete explosion determination in step S12, in step S13, it is determined whether or not the second clutch CL2 is slipping by the control in step S25 of FIG.
As shown in FIG. 6, when the slip determination instant t2 of the second clutch CL2 is ahead of the complete explosion determination instant t3, step S13 is because the second clutch CL2 has already slipped at the complete explosion determination instant t3. Then, the control proceeds to step S14.

  In step S14, the input torque fluctuation cutoff effect of the second clutch CL2, which is slip-controlled for reducing the engine start shock in step S25 of FIG. 5, is greater than or equal to the setting for determining whether the engine start shock can be reduced. It is checked whether the engine start shock can be reduced by the slip control (step S25).

By the way, the input torque fluctuation cutoff effect of the second clutch CL2 is less than the setting for determining whether the engine start shock can be reduced (the engine start shock cannot be reduced even by the slip control of the second clutch CL2 in step S25). Is
As described above with reference to FIG. 3, the influence on the transmission output torque due to the change in the clutch torque of the second clutch CL2 is small, and when the transmission torque capacity of the second clutch CL2 is reduced, the engine start shock cannot be reduced as intended,
The transmission torque capacity of the second clutch CL2 is not sufficiently reduced to reduce the transmission torque capacity of the second clutch CL2 in order to prioritize the realization of the required driving force of the vehicle, and the transmission torque capacity of the second clutch CL2 is reduced. This occurs when the engine start shock cannot be reduced as intended.

At the time of complete explosion determination t3 in step S12, it is determined in step S13 that the second clutch CL2 has already slipped (the second clutch slip determination instant t2 is before the complete explosion determination instant t3 as shown in FIG. 6). In addition, when it is determined in step S14 that the input torque fluctuation absorption effect of the second clutch CL2 is large enough to reduce the engine start shock,
Since the engine start shock mitigating action due to the slip of the first clutch 6 is unnecessary, the control proceeds to step S15, and the target transmission torque capacity tTc1 of the first clutch 6 is increased as shown by ε1 in FIG. In step S16, the first clutch 6 is completely engaged by continuing until the instant t5 in FIG. 6 where it is determined that the first clutch 6 is completely engaged.

Even when it is determined in step S13 that the second clutch CL2 has already slipped (the second clutch slip determination instant t2 is before the complete explosion determination instant t3 as shown in FIG. 6), the second clutch CL2 is determined in step S14. If it is determined that the input torque fluctuation absorption effect is not of a magnitude that can reduce the engine start shock,
Since it is necessary to reduce the engine start shock due to the slip of the first clutch 6, the control proceeds to step S17, and the target transmission torque capacity tTc1 of the first clutch 6 is reduced as shown by ε2 in FIG. Reduces engine start shock by slipping 6

  During this time, in step S18, the engine speed Ne is increased by starting as shown after the instant t3 in FIG. 6, and it is determined whether or not the motor speed / generator speed Nm substantially matches the motor / generator speed Nm. By proceeding to the loop that passes through step S15 and step S16 from the instant t4 in FIG. 6 that substantially matches the rotational speed Nm, the target transmission torque capacity tTc1 of the first clutch 6 is increased as indicated by ε3 in FIG. First clutch 6 is fully engaged.

If it is determined in step S13 that the second clutch CL2 has not slipped at the complete explosion determination instant t3, the engine start shock mitigating action due to the slip of the second clutch CL2 cannot be expected at all, and the slip of the first clutch 6 Because there is no choice but to rely on the engine start shock mitigating action by
Also in this case, the control proceeds to step S17, and the target transmission torque capacity tTc1 of the first clutch 6 is reduced as shown by ε2 in FIG. 6, and the engine start shock is reduced by the slip of the first clutch 6.

  Then, from the instant t4 in FIG. 6 at which the engine speed Ne substantially matches the motor / generator speed Nm in step S18, the target transmission torque capacity tTc1 of the first clutch 6 is determined by the loop passing through steps S15 and S16. And the first clutch 6 is fully engaged as shown by ε3.

When it is determined in step S26 of FIG. 5 that the rotational speed Ne of the engine 1 has become equal to or higher than the motor / generator rotational speed Nm due to the independent operation after starting, the control proceeds to step S27, and the second clutch CL2 is looped through a loop passing through step S24. It is checked whether or not the release-side shift friction element at the time of downshift is selected.
Otherwise, that is, if the speed change friction element having the maximum input torque fluctuation blocking effect is the second clutch CL2 among the speed change friction elements for selecting the current gear position (step S23), the second speed is determined in step S28. The target transmission torque capacity tTc2 of the clutch CL2 is increased as indicated by α2 in FIG.
The increase α2 of the target transmission torque capacity tTc2 is continuously executed until it is determined in step S29 that the second clutch CL2 has finished engaging, and the second clutch CL2 is completely engaged.

When it is determined in step S27 that the downshift releasing frictional element is selected as the second clutch CL2, it is determined in step S30 whether or not a downshift request is still generated.
If the downshift request has not disappeared and it has not occurred, it is not necessary to perform this shift, so the control proceeds to step S28 and step S29, and the target transmission of the second clutch CL2 (downshift release side shift friction element) is performed. The torque capacity tTc2 is increased as indicated by γ2 in FIG. 6, thereby completely engaging the second clutch CL2 (downshift release side shifting friction element).

If it is determined in step S27 that the downshift disengagement side shift friction element is selected as the second clutch CL2, and it is determined in step S30 that the downshift request is continuing, it is necessary to perform this shift. Then, the control proceeds to step S31, and the target transmission torque capacity tTc2 of the second clutch CL2 (downshift release side shifting friction element) is reduced as indicated by γ3 in FIG.
This reduction γ3 in the target transmission torque capacity tTc2 is continuously executed until it is determined in step S32 that the above-described downshift has been completed, thereby completely releasing the second clutch CL2 (downshift release side shifting friction element). Let

According to the engine start control of the hybrid vehicle according to the above-described embodiment,
During engine startup (cranking), the engine speed Ne is determined to be higher than the motor / generator speed Nm by determining whether the engine is completely detonated (step S12), determining whether to start fuel injection of the engine, and determining whether the engine speed has increased. In order to reduce the transmission torque capacity tTc1 of the first clutch 6 as ε2 in FIG. 6 from t3 when determined to approach the predetermined range (step S17),
The impact on the transmission output torque due to the clutch torque change of the second clutch CL2 is small, and if the transmission torque capacity of the second clutch CL2 is reduced, the engine start shock cannot be reduced as intended,
Even when the transmission torque capacity reduction of the second clutch CL2 is not sufficient because priority is given to realizing the required driving force of the vehicle,
As described above, the first clutch 6 whose transmission torque capacity tTc1 is reduced can absorb the torque fluctuation at the time of engine start due to the slip, and the engine start shock can be reduced.

By the way, the first clutch 6 is caused by the arrangement interposed between the engine 1 and the motor / generator 3, and the main cause is that it is difficult to construct a lubrication system having excellent durability against slip,
If the slip control of the first clutch 6 for reducing engine start shock is unconditionally performed at the time of engine start, the time during which the slip is performed becomes longer, and the durability of the first clutch 6 is reduced due to heat generation. This causes the problem.

Therefore, in the present embodiment, only when the second clutch CL2 is not in a state capable of reducing the engine start shock (step S14) by the transmission torque capacity reduction control (step S25) of the second clutch CL2, the above-mentioned first 1 control to reduce the transmission torque capacity of the clutch 6 (step S17),
When it is determined by the transmission torque capacity reduction control (step S25) of the second clutch CL2 that the second clutch CL2 is in a state capable of reducing the engine start shock (step S14), the first clutch 6 is The transmission torque capacity lowering control is not performed (step S15).
For this reason, as in the latter case, the second clutch CL2 is in a capacity reduction state that can reduce the engine start shock by the transmission torque capacity reduction control of the second clutch CL2, but the first clutch is used to reduce the engine start shock. The situation in which the transmission torque capacity reduction control 6 is performed can be avoided.

  Therefore, the transmission torque capacity reduction control of the first clutch 6 for reducing engine start shock is not unconditionally performed at the time of engine start, and it is possible to prevent the slip time of the first clutch 6 from becoming long. The above-described problem that the durability of the first clutch 6 is reduced due to heat generation can be solved.

In this embodiment, the determination that the engine speed Ne is close to the predetermined range with respect to the motor / generator rotation speed Nm is performed by the engine complete explosion determination (step S12), the engine fuel injection start determination, Because it is done by determining the engine speed rise,
The first clutch transmission torque capacity tTc1 can be lowered at the timing when the engine start torque fluctuation (engine start shock) is actually generated, and the above-described effects are remarkable. be able to.

Furthermore, since the setting value related to the effect of absorbing the input torque fluctuation of the second clutch CL2 used in step S14 is the setting value for determining whether the engine start shock can be reduced,
When the engine start shock is surely reduced by the slip control of the second clutch CL2 (step S25), it is possible to reliably avoid the first clutch 6 from being slip-controlled by the selection of step S15. The effects of the above can be achieved more reliably.

Further, when a downshift of the automatic transmission 2 is requested at the time of engine start (step S21), or when an accelerator operation that would cause the downshift request is performed (step S22), the downshift In order to divert the disengagement side shift friction element to be switched from the engaged state to the disengaged state at times as the second clutch CL2 (step S24),
The second clutch CL2 uses a disengagement side shift friction element that has the highest input torque fluctuation cutoff effect (engine start shock mitigation effect) at the time of downshift, so that the slip control frequency of the first clutch 6 can be further reduced. And the above-described effects can be made more remarkable.

Further, if the downshift of the automatic transmission 2 is not requested at the time of engine start (step S21), or if an accelerator operation that does not cause the downshift request is performed (step S22), the current shift is performed. Of the shift friction elements for selecting the speed, the shift friction element having the highest influence on the transmission output torque by the transmission torque capacity control is used as the second clutch CL2 (step S23).
As the second clutch CL2, it is possible to further reduce the slip control frequency of the first clutch 6 by using a shift friction element having the highest input torque fluctuation blocking effect (engine start shock reduction effect) at the time of non-shifting, In addition to making the above-mentioned operational effects more prominent, the engine start shock can be most effectively reduced.

In addition, the transmission torque capacity reduction of the second clutch CL2 (step S25) and the engagement of the first clutch 6 (step S11), which are performed when starting the engine, are started simultaneously in parallel.
When it is determined that the engine speed Ne approaches the predetermined range with respect to the motor / generator rotation speed Nm by starting the engine (the complete explosion determination instant t3 in step S12), and the second clutch CL2 has not yet slipped (step S13). Regardless of the torque fluctuation cutoff effect determination result (step S14) of the second clutch CL2, since the transmission torque capacity reduction control (step S17) of the first clutch 6 is performed, the following effects can be obtained.

In other words, in the engine start shock reduction technology that reduces the input torque fluctuation at engine start by slipping the second clutch CL2, considering the robustness, the first clutch 6 is engaged after detecting the slip of the second clutch CL2. The engine must be started and the engine started, and the engine cannot be started by engaging the first clutch 6 until the second clutch CL2 has started to slip.
This makes the driver feel a bad engine start response (driving force increase response) considering that an engine start request (EV → HEV mode switching request) is generated in response to depression of the accelerator pedal. become.

However, as in the present embodiment, when the transmission torque capacity reduction of the second clutch CL2 (step S25) and the engagement of the first clutch 6 (step S11), which are performed at the time of engine startup, are started simultaneously in parallel, the engine start response ( The above-mentioned dissatisfaction regarding the poor driving force increase response) can be solved.
By the way, according to this control, the second clutch CL2 has not slipped yet when the engine speed Ne approaches the predetermined range with respect to the motor / generator speed Nm by starting the engine (the complete explosion determination instant t3 in step S12). In this case, the input torque fluctuation accompanying the engine start may be the largest in the vicinity of the instant, and the concern that a large engine start shock will occur cannot be eliminated.

However, in this embodiment, when it is determined that the engine speed Ne approaches the predetermined range with respect to the motor / generator speed Nm by starting the engine (the complete explosion determination instant t3 in step S12), the second clutch CL2 is still in the state. When not slipping (step S13), in order to perform the transmission torque capacity reduction control (step S17) of the first clutch 6 regardless of the torque fluctuation cutoff effect determination result (step S14) of the second clutch CL2,
Even when the second clutch CL2 is not slipping, the torque fluctuation (engine start shock) at the time of engine start can be reduced by the transmission torque capacity reduction control (step S17) of the first clutch 6, and the engine start response described above. It is possible to achieve both a solution to dissatisfaction with the poor (driving force increase response) and a reliable engine start shock mitigating action.

In the above-described embodiment, the second clutch that is detachably coupled to the drive wheel coupled to the transmission output shaft 7 is provided in the automatic transmission 2 that is interposed between the motor / generator 3 and the drive wheel. The explanation has been expanded on the case where the selected frictional friction element is used among the above-mentioned variable frictional elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B. ,
Even in a hybrid vehicle having a power train newly added by adding the second clutch before or after the automatic transmission 2, the above-described idea of the present invention can be applied in the same manner to achieve the intended purpose. Needless to say.

1 Engine (Power source)
2 Automatic transmission 3 Motor / generator (power source)
4 Transmission input shaft 6 First clutch 7 Transmission output shaft
Fr / B front brake (second clutch)
I / C input clutch (second clutch)
H & LR / C High and low reverse clutch (second clutch)
D / C direct clutch (second clutch)
FWD / B forward brake (second clutch)
11 Integrated controller
12 Engine rotation sensor
13 Motor / generator rotation sensor
14 Transmission input rotation sensor
15 Transmission output rotation sensor
16 Accelerator position sensor
17 Storage state sensor
21 Engine controller
22 Motor / generator controller
23 1st clutch controller
24 Transmission controller

Claims (2)

  1. Provide the engine and motor / generator in tandem as a power source,
    The engine and motor / generator can be connected by the first clutch,
    The motor / generator and drive wheel can be connected by the second clutch,
    By interposing the automatic transmission between the motor / generator and the drive wheel, the shift friction element in the automatic transmission is diverted as the second clutch,
    When starting the engine in a state where the first clutch is released and the second clutch is engaged to perform electric traveling only by the motor / generator, the transmission torque capacity of the second clutch is reduced and the first clutch is engaged, In a hybrid vehicle that starts the engine by cranking the engine with the driving torque of the motor / generator,
    As the second clutch that reduces the transmission torque capacity when the engine is started, the shift that has the greatest effect on the transmission output torque by the transmission torque capacity control is selected from among the transmission friction elements that are engaged to select the current gear position. An engine start control device for a hybrid vehicle, wherein the friction element is used.
  2. In the engine start control device of the hybrid vehicle according to claim 1,
    Of the gear shift friction elements that are engaged to select the current gear position when the automatic gear shift is not required when the engine is started, the gear shift that has the greatest effect on the transmission output torque by the transmission torque capacity control. An engine start control device for a hybrid vehicle, wherein a friction element is used as the second clutch.
JP2012001850A 2012-01-10 2012-01-10 Engine start control device of hybrid vehicle Pending JP2012121568A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012001850A JP2012121568A (en) 2012-01-10 2012-01-10 Engine start control device of hybrid vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012001850A JP2012121568A (en) 2012-01-10 2012-01-10 Engine start control device of hybrid vehicle

Related Parent Applications (1)

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JP2008052309 Division 2008-03-03

Publications (1)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014151874A (en) * 2013-02-13 2014-08-25 Aisin Aw Co Ltd Control unit of vehicular running gear
US10322715B2 (en) 2015-03-31 2019-06-18 Aisin Aw Co., Ltd. Control device for performing a start control

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007131070A (en) * 2005-11-09 2007-05-31 Nissan Motor Co Ltd Engine restart control device of hybrid vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007131070A (en) * 2005-11-09 2007-05-31 Nissan Motor Co Ltd Engine restart control device of hybrid vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014151874A (en) * 2013-02-13 2014-08-25 Aisin Aw Co Ltd Control unit of vehicular running gear
US10322715B2 (en) 2015-03-31 2019-06-18 Aisin Aw Co., Ltd. Control device for performing a start control

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