JP2015229441A - Electric vehicle control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of an unintended slip of a second clutch in a geared state when a regenerative cooperative torque decreases during shift inertia phase.SOLUTION: A step automatic transmission AT and a second clutch CL2 interpose in a driving force transmission system from a driving source including a motor-generator MG to right and left rear wheels RL, RR. This FR hybrid electric vehicle includes a brake controller exerting a regenerative cooperative control; an AT controller exerting a replacement shift transmission control and an engagement control over the second clutch CL2; and a motor controller exerting a motor revolving speed control. The AT controller changes the determination of a target torque capacity of the second clutch CL2 from the determination by a target driving torque and a regenerative cooperative torque to determination such that a motor torque is added to a determination element to set the target torque capacity equal to or higher than an absolute value of the motor torque.

Description

  The present invention relates to a control device for an electric vehicle in which a stepped automatic transmission and a second clutch are interposed in a driving force transmission system from a driving source having a motor to driving wheels.

  In a system in which a stepped automatic transmission is interposed between a motor and a drive wheel, the frictional engagement element is switched during a shift by the automatic transmission. A shift control device for a vehicle is known that controls the rotational speed of a motor toward a target rotational speed in the shift inertia phase together with the switching speed change (see, for example, Patent Document 1).

JP 2012-91666 A

  However, in the conventional vehicle shift control device, when the cooperative regenerative torque decreases during the shift inertia phase, the response to decrease in the actual torque capacity of the shift engagement clutch is delayed. In the motor rotation speed control during the inertia phase, the motor torque is determined according to the actual torque capacity of the shifting engagement clutch. For this reason, in the non-shifting state after the end of shifting (hereinafter referred to as “in-gear state”), | motor torque |> second clutch actual torque capacity, and there is a concern that the second clutch may slip unintentionally. There was a problem.

  The present invention has been made paying attention to the above-mentioned problem. When the cooperative regenerative torque is reduced during the shift inertia phase, the control of the electric vehicle capable of preventing the occurrence of an unintended slip of the second clutch in the in-gear state. An object is to provide an apparatus.

In order to achieve the above object, a control device for an electric vehicle according to the present invention includes a stepped automatic transmission and a shift clutch for the automatic transmission in a driving force transmission system from a driving source having a motor to driving wheels. In an electric vehicle including a slip clutch and a second clutch that is engaged, a regenerative control unit, a shift control unit, a motor control unit, and a second clutch control unit are provided. .
The cooperative regenerative control means gives priority to the cooperative regenerative torque by the motor with respect to the required braking torque at the time of brake depression braking, and performs control to supplement the shortage of the cooperative regenerative torque with the friction torque by mechanical braking.
The shift control means performs a changeover shift control by releasing a shift release clutch included in the automatic transmission and engaging a shift engagement clutch when a shift is requested.
The motor control means performs motor rotation speed control for changing the transmission input rotation speed from the rotation speed before shifting to the rotation speed after shifting during the shift inertia phase of the automatic transmission.
The second clutch control means performs control for obtaining a target torque capacity determined according to a target drive torque determined from an accelerator opening and a cooperative regeneration torque determined from a brake operation value as engagement control of the second clutch.
When the shift control intervenes during the execution of the cooperative regenerative control and the cooperative regenerative torque decreases during the shift inertia phase, the target torque capacity of the second clutch is determined as the target drive torque. The determination based on the cooperative regenerative torque is switched to a determination in which the motor torque by the motor is added to the determination factor to be equal to or greater than the absolute value of the motor torque.

Therefore, when the shift control intervenes during the execution of the coordinated regenerative control and the coordinated regenerative torque decreases during the shift inertia phase, the motor torque is added to the target drive torque and the coordinated regenerative torque, and the target torque of the second clutch It is possible to switch to the determination that the capacity is equal to or greater than the absolute value of the motor torque.
That is, when the cooperative regeneration torque decreases during the transmission inertia phase, the actual torque capacity of the second clutch becomes equal to or greater than the absolute value of the motor torque. For this reason, an unintended slip due to insufficient torque capacity of the second clutch does not occur.
As a result, when the cooperative regenerative torque decreases during the transmission inertia phase, it is possible to prevent an unintended slip of the second clutch in the in-gear state.

1 is a system configuration diagram showing an FR hybrid vehicle (an example of an electric vehicle) by rear wheel drive to which a control device in Embodiment 1 is applied. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part of the integrated controller of Example 1. It is a skeleton figure which shows an example of the automatic transmission which incorporated the some frictional engagement element for the shift in the control apparatus in Example 1. FIG. 3 is an engagement operation table showing an engagement state of each friction engagement element for each shift stage in the automatic transmission according to the first embodiment. It is a figure which shows an example of the shift map of the automatic transmission set to the AT controller in Example 1. FIG. It is a control block diagram which shows each control structure which has in the motor controller in Example 1, an AT controller, and an integrated controller. 4 is a flowchart illustrating a flow of arithmetic processing shared by a motor controller, an AT controller, and an integrated controller in Embodiment 1 as a series of shift intervention calculation processing flows. It is a block diagram which shows a motor control process, the engagement clutch control process for a shift, and a 2nd clutch control process among the shift intervention calculation processes in the cooperative regeneration control of Example 1. FIG. 6 is a flowchart showing a flow of a target torque capacity switching process executed in a target torque capacity command calculation block of a second clutch in the second clutch control process of the first embodiment. It is a schematic explanatory drawing which shows the motor control in the inertia phase during gear shifting, the engagement clutch for shifting, and the second clutch control in the deceleration scene during EV cooperative regeneration in the comparative example. It is a schematic explanatory drawing which shows the motor control in a non-shifting state (in-gear state), the engagement clutch for shifting, and the 2nd clutch control among the deceleration scenes at the time of EV cooperative regeneration in the comparative example. In the comparative example, the brake pedal force, the shift command (NextGP_MAP), the actual shift start (NextGP), and the actual shift end (CurGP) when downshifting intervenes during coordinated regenerative control and the coordinated regenerative torque decreases during the shift inertia phase. ) ・ Shifting inertia phase (SIP) ・ Shifting release clutch command / shifting clutch command (actual torque capacity) / second clutch command (actual torque capacity) ・ Motor torque ・ Motor rotation speed is there. FIG. 3 is a schematic explanatory diagram illustrating motor control, shift engagement clutch control, and second clutch control in a deceleration scene during EV cooperative regeneration in the first embodiment. In the first embodiment, the brake pedal force, the shift command (NextGP_MAP), the actual shift start (NextGP), and the actual shift end (when the downshift intervenes during the coordinated regenerative control and the coordinated regenerative torque decreases during the shift inertia phase ( CurGP), shift inertia phase (SIP), shift release clutch command / shift engagement clutch command (actual torque capacity) / second clutch command (actual torque capacity), motor torque, and motor speed It is.

  Hereinafter, the best mode for realizing an electric vehicle control apparatus of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the control device of the FR hybrid vehicle (an example of an electric vehicle) in the first embodiment is defined as “overall system configuration”, “schematic configuration of automatic transmission”, “transmission intervention control configuration during cooperative regeneration control”, “cooperative regeneration”. The description will be divided into “transmission intervention calculation processing configuration during control”.

[Overall system configuration]
FIG. 1 illustrates a system configuration of a rear-wheel drive FR hybrid vehicle to which the control device according to the first embodiment is applied, and FIG. 2 illustrates an example of an EV-HEV selection map set in a mode selection unit of the integrated controller 10. Indicates. The overall system configuration will be described below with reference to FIGS.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle includes an engine Eng, a first clutch CL1, a motor / generator MG (motor), a second clutch CL2, an automatic transmission AT, and a transmission input shaft. It has IN, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), and right rear wheel RR (drive wheel). M-O / P is a mechanical oil pump, S-O / P is an electric oil pump, FL is a left front wheel, FR is a right front wheel, and FW is a flywheel.

  The first clutch CL1 is a fastening element provided between the engine Eng and the generator MG, and is engaged by an urging force of a diaphragm spring or the like when the CL1 hydraulic pressure is not applied, and counteracts this urging force. This type is a so-called normally closed clutch that is released by applying CL1 hydraulic pressure.

  The automatic transmission AT is a stepped transmission that automatically switches between the seventh forward speed and the first reverse speed according to the vehicle speed, the accelerator opening, and the like. The second clutch CL2 interposed in the power transmission path from the motor / generator MG to the left and right rear wheels RL, RR is not a new dedicated clutch independent of the automatic transmission AT, but an automatic transmission. Friction engagement elements (clutch and brake) for shifting AT are used. That is, among the plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT, the frictional engagement element that is selected as an element that matches the engagement condition or the like is referred to as a “second clutch CL2”. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  In the FR hybrid vehicle, the main modes depending on the driving mode include an electric vehicle mode (hereinafter referred to as “EV mode”), a hybrid vehicle mode (hereinafter referred to as “HEV mode”), and a drive torque control mode. (Hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the drive source is only the motor / generator MG, and includes a motor drive mode (motor power running) and a generator power generation mode (generator regeneration). This “EV mode” is selected, for example, when the required driving force is low and the battery SOC is secured.

  The "HEV mode" is a mode in which the first clutch CL1 is engaged and the drive source is the engine Eng and the motor / generator MG. The motor assist mode (motor power running), engine power generation mode (generator regeneration), and deceleration regeneration It has a power generation mode (generator regeneration). This “HEV mode” is selected, for example, when the required driving force is high or when the battery SOC is insufficient.

  The "WSC mode" is driven in the "HEV mode", but the torque transmission of the second clutch CL2 is maintained while maintaining the second clutch CL2 in the slip engagement state by controlling the rotation speed of the motor / generator MG. This mode controls the capacity. The torque transmission capacity of the second clutch CL2 is controlled so that the driving force transmitted after passing through the second clutch CL2 becomes the required driving force that appears in the accelerator operation amount of the driver. The “WSC mode” is selected in a region where the engine speed is lower than the idle speed, such as when starting in the “HEV mode” selection state.

  As shown in FIG. 1, the control system of the FR hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, and an AT controller. 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10.

  The controllers 1, 2, 5, 7, 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. In addition, 12 is an engine speed sensor, 13 is a resolver, 15 is a first clutch stroke sensor that detects the stroke position of the piston 14a of the hydraulic actuator 14, 19 is a wheel speed sensor, and 20 is a brake pedal force sensor.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, an inhibitor switch 18 for detecting a selected range position (N range, D range, R range, P range, etc.), and the like. . Then, when driving with the D range selected, the optimum shift stage is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map (see FIG. 5), and the searched shift The control command to obtain the gear is output to the AT hydraulic control valve unit CVU. In addition to this shift control, based on a command from the integrated controller 10, control of complete engagement (HEV mode) / slip engagement (engine start) / release (EV mode) of the first clutch CL1 is performed. Also, the second clutch CL2 is completely engaged (HEV mode) / Small slip engagement (EV mode) / Rotation difference absorption slip engagement (WSC mode) / Variable torque cutoff slip engagement (engine start mode / engine stop mode) .

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake pedal force sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. For example, when brake depression is applied, priority is given to the cooperative regenerative torque by the motor / generator MG over the required braking torque that appears in the brake pedal force or brake stroke. If the cooperative regenerative torque alone is insufficient, the shortage is mechanically braked. Regenerative cooperative control is performed to compensate for the friction torque (hydraulic braking torque).

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information are input via the CAN communication line 11. The integrated controller 10 includes a mode selection unit that selects a mode in which an operating point determined by the accelerator opening APO and the vehicle speed VSP is searched based on a position on the EV-HEV selection map shown in FIG. 2 as a target mode. When the mode is switched from the “EV mode” to the “HEV mode”, slip-in of the second clutch CL2 is confirmed, and engine start control is performed.

[Schematic configuration of automatic transmission]
FIG. 3 shows an example of the automatic transmission AT according to the first embodiment in a skeleton diagram, FIG. 4 shows the engagement state of each friction engagement element for each shift stage in the automatic transmission AT, and FIG. 5 shows the AT controller. 7 shows an example of a shift map of the automatic transmission AT set to 7. Hereinafter, a schematic configuration of the automatic transmission AT will be described with reference to FIGS.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed. As shown in FIG. 3, the driving force from at least one of the engine Eng and the motor / generator MG is input to the transmission. The rotational speed is changed by a transmission gear mechanism having four planetary gears and seven frictional engagement elements, which is input from the shaft Input, and is output from the transmission output shaft Output.

  As the transmission gear mechanism, the first planetary gear set GS1 by the first planetary gear G1 and the second planetary gear G2 and the second planetary gearset GS2 by the third planetary gear G3 and the fourth planetary gear G4 are coaxially arranged. , Are arranged in order. In addition, the first clutch C1 (I / C), the second clutch C2 (D / C), the third clutch C3 (H & LR / C), and the first brake B1 (Fr / B), the second brake B2 (Low / B), the third brake B3 (2346 / B), and the fourth brake B4 (R / B) are arranged. Further, a first one-way clutch F1 (1stOWC) and a second one-way clutch F2 (1 & 2OWC) are arranged as engagement elements for machine operation.

  The first planetary gear G1, the second planetary gear G2, the third planetary gear G3, and the fourth planetary gear G4 are a sun gear (S1 to S4), a ring gear (R1 to R4), and both gears (S1 to S4). , (R1 to R4) and a carrier (PC1 to PC4) for supporting pinions (P1 to P4) meshing with each other.

  The transmission input shaft Input is connected to the second ring gear R2 and inputs a rotational driving force from at least one of the engine Eng and the motor / generator MG. The transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by the first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by the second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  FIG. 4 is a fastening operation table. In FIG. 4, ◯ indicates that the friction engagement element is hydraulically engaged in the drive state, and (◯) indicates that the friction engagement element is hydraulically engaged (drive state) in the coast state. Indicates a one-way clutch operation), and no mark indicates that the frictional engagement element is in a released state. In addition, the frictional engagement element in the engaged state indicated by hatching indicates an element used as the “second clutch CL2” at each shift stage.

  Regarding the shift to the adjacent shift stage, among the above friction engagement elements, one of the friction engagement elements that have been engaged is released, and one of the friction engagement elements that has been released is engaged, and the shift is performed as shown in FIG. As shown in FIG. 4, it is possible to realize a shift speed of the first reverse speed with the seventh forward speed. Further, at the first speed and the second speed, the second brake B2 (Low / B) is set to the “second clutch CL2”. At the third speed, the second clutch C2 (D / C) is set to the “second clutch CL2”. In the fourth speed and the fifth speed, the third clutch C3 (H & LR / C) is set to the “second clutch CL2”. At the sixth speed and the seventh speed, the first clutch C1 (I / C) is set to the “second clutch CL2”. At the reverse speed, the fourth brake B4 (R / B) is set to the “second clutch CL2”.

  FIG. 5 is a shift map, and when the operating point on the map specified by the vehicle speed VSP and the accelerator opening APO crosses the upshift line, an upshift command is output. For example, when the shift speed is the first speed, when the driving point (VSP, APO) crosses the 1-2 up shift line due to the increase in the vehicle speed VSP, a 1-2 up shift command is output. FIG. 5 shows only the up shift line, but of course, the down shift line is also set with hysteresis for the up shift line.

  For example, when the vehicle speed VSP decreases during the execution of regenerative cooperative control (during deceleration), a down shift command from the seventh speed to the sixth speed is issued when the 7-6 down shift line is crossed. At this time, the first clutch C1 (I / C) is the “second clutch CL2”, the third brake B3 (2346 / B) is the “shifting engagement clutch”, and the first brake B1 (Fr / B ) Is referred to as “shift release clutch”. When the 2-1 down shift line is crossed, a down shift command from the second speed to the first speed is issued. At this time, the second brake B2 (Low / B) is set as the “second clutch CL2,” the first brake B1 (Fr / B) is set as the “transmission engagement clutch,” and the third brake B3 (2346 / B ) Is referred to as “shift release clutch”.

[Configuration of shift intervention control during cooperative regenerative control]
FIG. 6 shows control blocks included in the motor controller 2, the AT controller 7, and the integrated controller 10. Hereinafter, the shift intervention control configuration during the cooperative regeneration control will be described with reference to FIG.

  Among the control blocks, as shown in FIG. 6, as shown in FIG. 6, accelerator opening degree detecting means (1a), vehicle speed detecting means (1b), brake pedaling force detecting means (1c), transmission input rotation speed detecting means ( 1d), transmission output rotation speed detection means (1e), and motor rotation speed detection means (1f).

  The accelerator opening detection means (1a) detects the accelerator opening based on the sensor value from the accelerator opening sensor 16. The vehicle speed detection means (1b) detects the vehicle speed based on the sensor value from the vehicle speed sensor 17. The brake pedal force detection means (1c) detects the brake pedal force based on the sensor value from the brake pedal force sensor 20. The transmission input rotational speed detection means (1d) detects the transmission input rotational speed based on the sensor value from the transmission input rotational speed sensor. The transmission output rotational speed detection means (1e) detects the transmission output rotational speed based on the sensor value from the transmission output rotational speed sensor 24. The motor rotation speed detection means (1f) detects the motor rotation speed based on the sensor value from the motor rotation speed sensor 21. These detection means correspond to step S01 and step S02 in FIG.

  Among the control blocks, as shown in FIG. 6, the determination / management / control means includes a target drive force determination means (2a), a cooperative regeneration drive force determination means (2b), and a gear position management means (2c). A shift phase determining means (2d), a target drive torque determining means (3), a target clutch 2 torque capacity determining means (4), and a shift engaging clutch target torque capacity determining means (5). ing. Further, a clutch 2 control command determining means (6), a shifting clutch control command determining means (7), a shifting release clutch control command determining means (8), a target input rotational speed determining means (9a), Target motor torque determining means (9b), motor upper / lower limit torque determining means (10), motor rotational speed control means (11), and motor torque control means (12) are provided.

  The target driving force determining means (2a) corresponds to step S03 in FIG. The cooperative regeneration driving force determination means (2b) corresponds to step S04 in FIG. The gear position management means (2c) corresponds to step S05 in FIG. The shift phase determining means (2d) corresponds to step S06 in FIG. The target drive torque determining means (3) corresponds to step S07 in FIG. The target clutch 2 torque capacity determining means (4) and the clutch 2 control command determining means (6) correspond to step S12 in FIG. The shift engagement clutch target torque capacity determination means (5) and the shift engagement clutch control command determination means (7) correspond to step S14 in FIG. The gear release release clutch control command determining means (8) corresponds to step S13 in FIG. The target input rotational speed determination means (9a) corresponds to step S10 in FIG. The target motor torque determining means (9b) corresponds to step S10a in FIG. The motor upper / lower limit torque determining means (10) corresponds to step S11 in FIG. The motor rotation speed control means (11) and the motor torque control means (12) correspond to step S09 in FIG.

[Shift intervention calculation processing configuration during cooperative regeneration control]
FIG. 7 shows a series of shift intervention calculation process flow shared by the motor controller 2, the AT controller 7 and the integrated controller 10. FIG. 8 shows a motor control process, a shift engagement clutch control process, and a second clutch control process in the shift intervention calculation process during the cooperative regeneration control. Hereinafter, based on the flowchart of FIG. 7, the shift intervention calculation processing configuration during the cooperative regeneration control will be described with reference to FIG.

  In step S01, data is received from each controller, and in the next step S02, sensor values are read and information necessary for the subsequent calculation is taken.

  In step S03, following the sensor value reading in step S02, a target driving force corresponding to the vehicle speed VSP and the accelerator opening APO is calculated, and the process proceeds to step S04.

  In step S04, following the target driving force calculation in step S03, the cooperative regenerative driving force corresponding to the brake pedal force, vehicle speed VSP, and gear position is calculated, and the process proceeds to step S05.

  In step S05, following the cooperative regeneration driving force calculation in step S04, a gear position management calculation is performed according to the vehicle speed VSP and the accelerator opening APO, and the process proceeds to step S06.

  In step S06, the gear position management calculation in step S05 is followed by shift phase determination to manage the target gear position including the shift transition period and the current gear ratio state, and the process proceeds to step S07.

  In step S07, following the shift phase determination calculation in step S06, the target drive torque and the cooperative regenerative drive force are calculated in consideration of the current gear ratio state, and the process proceeds to step S08.

  In step S08, following the target drive torque calculation in step S07, the target drive mode (EV mode, HEV mode, WSC mode, etc.) is selected according to the vehicle state such as target drive force, battery SOC, accelerator opening APO, vehicle speed VSP, etc. And proceed to step S09.

In step S09, following the target travel mode calculation in step S08, the control mode of motor generator MG is determined according to the travel mode and shift state of the vehicle, and the process proceeds to step S10.
Here, as the motor control mode, the motor rotation speed control is determined in the shift inertia phase, and the motor torque control is determined before and after the shift inertia phase (see FIG. 14).

In step S10, following the motor control mode selection calculation in step S09, a target input rotational speed (= target motor rotational speed) during motor rotational speed control is determined, and the process proceeds to step S10a.
Here, the target input rotational speed (= target motor rotational speed) is given by a characteristic that rises at a constant gradient from the start to the end of the shift inertia phase.

In step S10a, following the target input rotation speed calculation in step S10, a target motor torque corresponding to the target drive torque is calculated, and the process proceeds to step S11.
Here, the target motor torque in the region where the motor rotation speed control is performed is the motor torque during the motor rotation speed control. The target motor torque when the motor control mode is switched from the rotational speed control to the torque control is the final torque when the rotational speed control is performed. The target motor torque in the region where the motor torque control is performed is the motor torque that gradually approaches the combined torque of the target drive torque and the cooperative regenerative torque, with the final torque at the time of executing the rotational speed control as an initial value. That is, the driving torque step is suppressed by setting the final torque at the time of the rotation speed control as an initial value and gradually approaching the target driving torque + the cooperative regeneration torque.

In step S11, following the target input rotation speed calculation in step S10, a motor torque limit value is calculated, and the process proceeds to step S12.
Here, there are various requirements for the motor torque limit. For example, when the cooperative regenerative torque decreases, the motor torque limit value for performing the torque limit that makes the decrease response, which is the decreasing gradient of the cooperative regenerative torque high, becomes a high response. You may make it calculate.

In step S12, following the motor limit torque calculation in step S11, the target torque capacity (= clutch 2 torque capacity) of the second clutch CL2 is calculated based on the target drive torque, and the process proceeds to step S13.
Here, the target torque capacity is calculated by the target torque capacity command calculation block B1 of the second clutch CL2 shown in FIG. The target torque capacity command calculation block B1 has an execution determination block B2 that is determined based on vehicle speed and gear position information. Detailed calculation processing is performed based on FIG.

  In step S13, following the clutch 2 torque capacity calculation in step S12, a torque capacity command for the shift release clutch is calculated based on the shift-related information and the target drive torque, and the process proceeds to step S14.

  In step S14, following the shift release clutch torque capacity command calculation in step S13, the torque capacity command of the shift engagement clutch is calculated based on the shift-related information and the target drive torque, and the process proceeds to step S15. In other words, the torque capacity command of the shifting engagement clutch decreases the torque capacity of the shifting engagement clutch when the cooperative regeneration torque decreases (= when the target drive torque decreases) as the cooperative regeneration torque decreases. Command is calculated.

  In step S15, following the shift engagement clutch torque capacity command calculation in step S14, the data after the calculation process is transmitted to each controller, and the process proceeds to the end.

  FIG. 9 shows the flow of the target torque capacity switching process executed in the target torque capacity command calculation block B1 of the second clutch CL2. Hereinafter, each step of FIG. 9 will be described.

  In step S121, it is determined whether or not an execution condition is satisfied in an execution determination block B2 for inputting information on the vehicle speed and gear position. If YES (execution condition is satisfied), the process proceeds to step S123. If NO (execution condition is not satisfied), the process proceeds to step S122.

In step S122, following the determination that the execution condition is not satisfied in step S121, the target torque capacity of the second clutch CL2 (= clutch 2 torque capacity) is calculated as the target torque capacity before correction.
That is, as shown in FIG. 8, when the execution condition is not satisfied, a value obtained by multiplying the target driving torque determined from the accelerator opening APO by the safety factor a and a cooperative regeneration torque determined by the brake pedal force are multiplied by the safety factor b. The target torque capacity (before correction) is calculated from the absolute value of the sum of the two values. Here, the safety factor a is set to a≈1 in preparation for the next slip request (for example, when the engine is restarted) for the second clutch CL2 in the non-shifting state, and slipping occurs in the second clutch CL2 in the shifting state. Therefore, a >> 1 is set in order to prevent the transmission ratio from becoming unknown. The safety factor b is set to b >> 1 so that the second clutch CL2 does not slip during the cooperative regeneration control. The brake depression force is an example of a brake operation value, and a brake stroke amount may be used in addition.

  In step S123, following the determination that the execution condition is satisfied in step S121, it is determined whether or not the motor control mode is rotation speed control. If YES (rotational speed control), the process proceeds to step S124. If NO (torque control), the process proceeds to step S125.

In step S124, following the determination that the rotation speed control is performed in step S123, the lower limit value of the target torque capacity of the second clutch CL2 is set as the motor torque, and the process proceeds to step S126.
Here, the motor torque is an actual motor torque output from the motor / generator MG, as shown in FIG.

In step S125, following the determination that the torque control is in step S123, the lower limit value of the target torque capacity of the second clutch CL2 is set as the target torque, and the process proceeds to step S126.
Here, as shown in FIG. 8, the target torque is an added value of the sum of the target drive torque and the cooperative regeneration torque and the correction torque by feedback control. The specific target torque is the final torque when the rotation speed control is performed when the motor control mode is switched from the rotation speed control to the torque control. Then, in the torque controlled region, the final torque at the time of executing the rotational speed control is set as an initial value, and the motor torque is gradually brought closer to the combined torque of the target drive torque and the cooperative regenerative torque.

  In step S126, following the setting of the lower limit value in step S124 or step S125, the target torque capacity of the second clutch CL2 (= clutch 2 torque capacity) is set to the target torque capacity (before correction), the lower limit value, Calculate by selecting high and proceed to the end.

Next, the operation will be described.
The effects of the control device for the FR hybrid vehicle of the first embodiment are as follows: “Problem of comparative example”, “Downshift intervention control action during cooperative regeneration control”, “Other characteristic actions in downshift intervention control during cooperative regeneration control” It is divided and explained.

[Problems of comparative example]
First, in a system in which a stepped automatic transmission and a second clutch are interposed between a drive source having a motor and drive wheels, the frictional engagement element is switched at the time of downshift by the automatic transmission, During the speed change inertia phase, the motor is controlled to rotate toward the target transmission input speed. And when downshifting intervenes during cooperative regenerative control and the brake pedal is released during the shift inertia phase (brake ON → OFF), and the cooperative regenerative torque decreases, A comparative example is one that obtains the target rotational speed while maintaining the motor rotational speed control.

In this comparative example, motor control, shift engagement clutch control, and second clutch control in the inertia phase during shifting in the deceleration scene during EV cooperative regeneration are performed as shown in FIG.
That is, motor MG performs motor rotation speed control so as to advance the shift. The shifting clutch is controlled to be slip-engaged so that a driving force level difference does not occur after shifting. The second clutch CL2 is controlled to be completely engaged without slipping in order to prevent the gear ratio from becoming unknown due to slippage. At this time, the target torque capacity of the second clutch CL2 is obtained by adding coast torque × safety factor (a >> 1) and cooperative regenerative torque × safety factor (b >> 1).

In this comparative example, motor control, shift engagement clutch control, and second clutch control in the non-shift state (in-gear state) in the deceleration scene during EV cooperative regeneration are performed as shown in FIG.
That is, the motor MG performs torque control. At this time, the target motor torque is the sum of the target drive torque and the cooperative regenerative torque. However, when switching from the rotational speed control to the torque control, the target torque is gradually set to the initial torque as the initial value when the rotational speed control is performed. Approach the sum of drive torque and cooperative regeneration torque. The shifting clutch is completely engaged with a high torque capacity so as not to slip in a non-shifting state. The second clutch CL2 is engaged in a light grip state in preparation for the next slip request (such as when the engine is restarted). At this time, the target torque capacity of the second clutch CL2 is obtained by adding coast torque × safety factor (a≈1) and cooperative regenerative torque × safety factor (b >> 1). FIG. 11 shows the case where the brake pedal is released (the brake is turned off) and the cooperative regenerative torque becomes zero for the sake of simplicity, and the target torque capacity of the second clutch CL2 = coast torque × A light grip state where the safety factor (a≈1) is shown.

The problem in the comparative example will be described based on the time chart of FIG.
In FIG. 12, time t1 is the time when the shift command (NextGP_MAP) is issued during the cooperative regeneration control, and the shift engagement clutch command starts to increase and the shift release clutch command starts to decrease. Time t2 is the time of actual shift start (NextGP) at which the shift engagement clutch command and the shift release clutch command intersect. Time t3 is the time at which the actual engagement clutch actual torque capacity matches the sum of the coast torque and the cooperative regenerative torque. At this time t3, the transmission inertia phase is started, and the motor is switched from torque control to rotation speed control.

  Time t4 is a brake pedal force decrease start time, and time t5 is a brake pedal force decrease end time. From the time t4 to the time t5, the shift engagement clutch command and the second clutch command are decreased in accordance with the start and end of the decrease in brake pedal force, and the cooperative regenerative torque is set to zero at time t5. Time t6 is the end time of the shift inertia phase, and the shift engagement clutch command is raised until the torque capacity after the downshift is obtained. During the gear shift inertia phase from time t3 to time t6, the motor speed is the target motor speed characteristic under motor speed control from the transmission input speed before downshift to the target transmission input speed after downshift. Raise along. Time t7 is the actual shift end (CurGP) time.

  That is, in the shift inertia phase (time t3 to time t6) during the execution of the cooperative regeneration control, the shift engagement clutch shares the torque capacity for the friction brake (cooperative regeneration) and the coast. Further, the motor torque is shared by the shift engagement clutch torque + the torque corresponding to the inertia, thereby suppressing variations in the shift time due to the clutch torque.

  However, in the comparative example, when the cooperative regenerative control is being performed and the cooperative regenerative torque decreases due to a decrease in brake pedal force during the shift inertia phase, the second clutch CL2 unintentionally slips in the in-gear state after time t6. There is a concern that it will. This is due to the following two causes (a) and (b).

  Cause (a): The target torque capacity of the shifting clutch is reduced based on the decrease in the cooperative regenerative torque. As shown in the actual torque capacity characteristic of the shifting clutch in FIG. As a result, the response to decrease in actual torque capacity is delayed.

Cause (b): In the rotational speed control in the shift inertia phase, the actual motor torque Tm is determined according to the actual torque capacity of the shift engagement clutch. Therefore, the motor torque response is delayed due to the cause (a) (motor torque response B). . At time t6 when the in-gear is started, there is a difference between the target motor torque Tm ^* and the actual motor torque Tm (arrow C in FIG. 12), and the motor torque reaches the coast torque during the in-gear from time t6 to time t8. It is gradually lowered (motor torque response A). On the other hand, the target torque capacity of the second clutch CL2 is reduced based on the decrease in the cooperative regenerative torque. However, as shown in the clutch 2 actual torque capacity characteristic of FIG. Although the decrease response is delayed, it decreases to almost the coast torque at time t6. Therefore, in the in-gear state from time t6 to time t8, the absolute value of the motor torque Tm is the coast torque plus the remainder of the cooperative regenerative torque. As a result, a relationship of | motor torque |> (actual torque capacity of the second clutch CL2) is established, and the motor torque that exceeds the actual torque capacity of the second clutch CL2 becomes the torque that causes the second clutch CL2 to slip.

[Down shift intervention control action during cooperative regeneration control]
In contrast to the above comparative example, in the first embodiment, when the shift control intervenes during the execution of the cooperative regeneration control and the cooperative regeneration torque decreases during the shift inertia phase, the control is performed as shown in FIG. That is, the determination of the target torque capacity of the second clutch CL2 is determined based on the determination based on the target driving torque and the cooperative regenerative torque in the comparative example, and the motor torque generated by the motor / generator MG is added to the determining element to be equal to or greater than the absolute value of the motor torque. It is set as the structure switched to.

  In the first embodiment, the operation when the downshift is intervened during the cooperative regeneration control and the cooperative regeneration torque is reduced during the shift inertia phase will be described based on the time chart shown in FIG.

  In FIG. 14, the time t1 is the time when the shift command (NextGP_MAP) is issued during the cooperative regeneration control, and the shift engagement clutch command starts to increase and the shift release clutch command starts to decrease. Time t2 is the time of actual shift start (NextGP) at which the shift engagement clutch command and the shift release clutch command intersect. Time t3 is the time at which the actual engagement clutch actual torque capacity matches the sum of the coast torque and the cooperative regenerative torque. At this time t3, the transmission inertia phase is started, and the motor is switched from torque control to rotation speed control. Up to time t3, the same as in the comparative example.

  Time t4 is a brake pedal force decrease start time, and time t5 is a brake pedal force decrease end time. From this time t4 to time t5, the shift engagement clutch command decreases in accordance with the start and end of the decrease in brake pedal force, and the cooperative regenerative torque is set to zero at time t5. Time t6 is the end time of the shift inertia phase, and the shift engagement clutch command is raised until the torque capacity after the downshift is obtained. During the gear shift inertia phase from time t3 to time t6, the motor speed is the target motor speed characteristic under motor speed control from the transmission input speed before downshift to the target transmission input speed after downshift. Raise along. Time t7 is the time of the end of the actual shift (CurGP), and time t8 is the time when the motor torque becomes the coast torque.

  In the first embodiment, during cooperative regenerative control and during the shift inertia phase, when the cooperative regenerative torque decreases due to a decrease in brake pedal force, the motor torque and the second clutch CL2 due to the response delay of the shifting engagement clutch in the in-gear state. There is no difference between the actual torque capacity.

  That is, in the rotational speed control in the transmission inertia phase, the actual motor torque Tm is determined according to the actual torque capacity of the shifting engagement clutch, so that the motor torque response is delayed (motor torque response B). Then, during the in-gear from the time t6 when the in-gear is started to the time t8, the motor torque is gradually reduced to the coast torque (motor torque response A). On the other hand, the second clutch command of the second clutch CL2 is reduced based on the decrease in the cooperative regeneration torque. The second clutch command of the second clutch CL2 is shown in the clutch 2 actual torque capacity characteristic of FIG. It becomes like this. That is, when the second clutch command of the second clutch CL2 starts decreasing at the time t4 in accordance with the start of the decrease in the brake pedal force, and decreases to the actual torque capacity of the shifting engagement clutch, the actual operation of the shifting engagement clutch is performed until the time t6. The command is in line with the torque capacity. In the in-gear state from time t6 to time t8, the command is in accordance with the motor torque (motor torque response A). Furthermore, there is a response delay in the actual torque capacity with respect to the second clutch command (= target torque capacity) of the second clutch CL2, and the actual torque capacity of the second clutch CL2 becomes a higher torque by this response delay.

  Therefore, in the in-gear state from time t6 to time t8, the absolute value of the motor torque is the coast torque plus the remainder of the cooperative regeneration torque, but the actual torque capacity of the second clutch CL2 is equal to the motor torque. Above absolute value. That is, as shown in the hatched area D of FIG. 14, the actual torque capacity of the second clutch CL2 increases as compared with the actual torque capacity of the comparative example. As a result, a relationship of | motor torque | <(actual torque capacity of the second clutch CL2) is established, and an unintended slip due to insufficient torque capacity of the second clutch CL2 does not occur in the in-gear state. For this reason, when the shift control intervenes during the execution of the cooperative regeneration control, even if the brake pedal force is decreased, an unintended slip does not occur in the in-gear state after the shift, and good drivability can be provided.

[Other characteristic effects of downshift intervention control during cooperative regeneration control]
In the first embodiment, an execution determination is made to select whether or not to execute switching of determination of the target torque capacity of the second clutch CL2 according to the vehicle speed and the gear position (gear position).
That is, when the execution condition is not satisfied, the process proceeds from step S121 to step S122 to end in the flowchart of FIG. On the other hand, when the execution condition is satisfied, the process proceeds from step S121 to step S123 onward in the flowchart of FIG. That is, the cooperative regenerative torque varies depending on the vehicle speed. For example, in the vehicle speed region where the cooperative regenerative torque is small, it is not necessary to switch the determination of the target torque capacity of the second clutch CL2. In addition, the clutch characteristics vary depending on the gear position (gear position). For example, at the gear position where the response delay of the actual torque capacity of the shifting clutch is small, the target torque capacity of the second clutch CL2 is switched. There is little need to do.
Therefore, it is possible to reliably prevent the occurrence of unintended slip when the target torque capacity of the second clutch CL2 is required to be switched while the frequent switching of the target torque capacity of the second clutch CL2 is suppressed.

In the first embodiment, as the motor torque for determining the target torque capacity of the second clutch CL2, the motor torque at the time of motor rotation speed control is used in the region where the motor rotation speed control is performed. When the motor control mode is switched from the rotational speed control to the torque control, the final torque when the rotational speed control is performed is used. In the region where the motor torque control is performed, the final torque when the rotation speed control is performed is set as the initial value, and the motor torque that gradually approaches the sum of the target drive torque and the cooperative regeneration torque is used.
That is, when the execution condition is satisfied, the process proceeds from step S121 to step S123 in the flowchart of FIG. 9, and when it is determined that the rotation speed control is performed at step S123, the process proceeds from step S123 to step S124 → step S126 → end. On the other hand, when it is determined in step S123 that the torque control is performed, the process proceeds from step S123 to step S125 → step S126 → end. That is, when the motor control mode is switched from the rotational speed control to the torque control, the final torque when the rotational speed control is performed is set. Then, when entering the torque control region, the target torque capacity of the second clutch CL2 is set using the motor torque that gradually approaches the total torque of the target drive torque and the cooperative regenerative torque, with the final torque at the time of executing the rotational speed control as an initial value. It is determined.
Therefore, it is possible to prevent a step from appearing in the target torque capacity of the second clutch CL2 when the motor control mode is switched from the inertia phase region by the rotational speed control to the in-gear region by the torque control.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) For stepping transmission automatic transmission AT and automatic transmission AT shifting to the driving force transmission system from the driving source having motor (motor / generator MG) to the driving wheels (left and right rear wheels RL, RR) In an electric vehicle (FR hybrid vehicle) intervening with a second clutch CL2 other than the clutch and including a slip and being in an engaged state,
Coordinated regenerative control means that gives priority to the cooperative regenerative torque from the motor (motor / generator MG) over the required braking torque during brake depression braking, and compensates for the shortage of the cooperative regenerative torque only with the friction torque from mechanical braking ( Brake controller 9),
A shift control means (AT controller 7) for performing a shifting shift control by releasing a shift release clutch included in the automatic transmission AT and engaging a shift engagement clutch when a shift request is made;
Motor control means (motor controller 2) for performing motor rotation speed control for changing the transmission input rotation speed from the rotation speed before the shift toward the rotation speed after the shift during the shift inertia phase of the automatic transmission AT;
As the engagement control of the second clutch CL2, a second control is performed to obtain a target torque capacity determined according to a cooperative regenerative torque determined from a target drive torque (coast torque) determined from the accelerator opening APO and a brake operation value (brake pedaling force). Clutch control means (AT controller 7),
The second clutch control means (AT controller 7) determines the target torque capacity of the second clutch CL2 when the shift control intervenes during the execution of the coordinated regenerative control and the coordinated regenerative torque decreases during the shift inertia phase. Is switched from the determination based on the target drive torque (coast torque) and the cooperative regenerative torque to the determination that the motor torque by the motor (motor / generator MG) is added to the determination factor so as to be equal to or greater than the absolute value of the motor torque (FIG. 8).
For this reason, when the cooperative regeneration torque decreases during the transmission inertia phase, it is possible to prevent the unintended slip of the second clutch CL2 from occurring in the in-gear state.

(2) The second clutch control means (AT controller 7) selects whether or not to switch the determination of the target torque capacity according to the vehicle speed and / or the gear position (gear position) (FIG. 9). ).
For this reason, in addition to the effect of (1), when it is necessary to switch the target torque capacity of the second clutch CL2 while suppressing frequent execution of switching of the target torque capacity of the second clutch CL2, an unintended slip is surely prevented. Occurrence can be prevented.

(3) The second clutch control means (AT controller 7) is a motor for controlling the motor speed when the motor (motor / generator MG) is in the region where the speed is controlled as the motor torque for determining the target torque capacity. When torque is used and the motor control mode is switched from rotational speed control to torque control, the final torque at the time of rotational speed control is used, and when the motor (motor / generator MG) is in the torque controlled area, rotational speed control is performed. The final torque at the time of implementation is set as an initial value, and motor torque that gradually approaches the combined torque of the target drive torque and the cooperative regeneration torque is used (FIG. 9).
For this reason, in addition to the effect of (1) or (2), a step appears in the target torque capacity of the second clutch CL2 when the motor control mode is switched from the inertia phase region by the rotational speed control to the in-gear region by the torque control. Can be prevented.

  As mentioned above, although the control apparatus of the electric vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, as the response characteristic of the actual motor torque when the cooperative regenerative torque is reduced, an example is shown in which there is a difference from the target motor torque (motor torque command) based on the rotational speed control. However, the response characteristic of the actual motor torque when the cooperative regeneration torque is reduced may be an example in which the difference from the target motor torque (motor torque command) is suppressed to a small value. In this case, since the non-slip state can be realized with the torque capacity of the second clutch having a safety factor that is as close to 1 as possible, there is an effect that the response at the next engine start does not deteriorate. Note that the response characteristic of the actual motor torque with a small difference from the target motor torque can be achieved by setting the torque limiter, the target motor rotation speed, the target motor torque, and the like.

  In the first embodiment, the example in which the downshift control intervenes during the execution of the cooperative regeneration control is shown. However, the control of the present invention can also be applied when the upshift control intervenes during the execution of the cooperative regeneration control.

  In the first embodiment, an example in which one of a plurality of frictional engagement elements incorporated in the stepped automatic transmission AT is used as the second clutch CL2. However, as a 2nd clutch, it is good also as an example which provides a 2nd clutch in the input position or output position of a stepped automatic transmission separately from the frictional engagement element for shifting.

  In Example 1, the example which applies the control apparatus of this invention to FR hybrid vehicle was shown. However, the control device of the present invention can also be applied to other hybrid vehicles such as FF hybrid vehicles and electric vehicles such as electric vehicles. In short, the present invention can be applied to any control device for an electric vehicle in which a stepped automatic transmission and a second clutch are provided in a driving force transmission system from a driving source having a motor to driving wheels.

Eng engine
CL1 1st clutch
MG motor / generator (motor)
CL2 2nd clutch
AT automatic transmission
RL, RR Left and right rear wheels (drive wheels)
2 Motor controller (motor control means)
7 AT controller (shift control means, second clutch control means)
9 Brake controller (cooperative regeneration control means)
10 Integrated controller

Claims (3)

A driving force transmission system from a driving source having a motor to driving wheels, a stepped automatic transmission, and a second clutch that includes a slip and is engaged other than a shifting clutch of the automatic transmission; In an electric vehicle with
A cooperative regenerative control means for giving priority to the cooperative regenerative torque by the motor with respect to the required braking torque at the time of brake depression braking, and performing control to compensate for the shortage by the mechanical regenerative torque by the friction torque by mechanical braking;
A shift control means for performing a shift shift control by releasing a shift release clutch included in the automatic transmission and engaging a shift engagement clutch when a shift request is made;
Motor control means for performing motor rotation speed control for changing the transmission input rotation speed from the rotation speed before shifting to the rotation speed after shifting during the shift inertia phase of the automatic transmission;
A second clutch control means for performing a control for obtaining a target torque capacity determined according to a target drive torque determined from an accelerator opening and a cooperative regeneration torque determined from a brake operation value as the engagement control of the second clutch;
The second clutch control means determines the target torque capacity of the second clutch when the shift control intervenes during the execution of the cooperative regeneration control and the cooperative regeneration torque decreases during the shift inertia phase. The control method for an electric vehicle is switched from the determination based on the target drive torque and the cooperative regenerative torque to a determination in which the motor torque by the motor is added to a determination factor to be equal to or greater than the absolute value of the motor torque. In the control device of the electric vehicle according to claim 1,
The control device for an electric vehicle, wherein the second clutch control means selects whether or not to execute switching of the determination of the target torque capacity according to a vehicle speed and / or a shift speed. In the control apparatus for the electric vehicle according to claim 1 or 2,
The second clutch control means uses the motor torque at the time of motor rotation speed control as the motor torque for determining the target torque capacity, and the motor control mode is rotation speed control. When switching from torque control to torque control, the final torque at the time of rotational speed control is used, and when the motor is torque controlled, the final torque at the time of rotational speed control is set as the initial value, and gradually the target drive torque A control device for an electric vehicle, characterized by using a motor torque that approaches the sum of the cooperative regeneration torques.