JP2016210213A - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP2016210213A
JP2016210213A JP2015092652A JP2015092652A JP2016210213A JP 2016210213 A JP2016210213 A JP 2016210213A JP 2015092652 A JP2015092652 A JP 2015092652A JP 2015092652 A JP2015092652 A JP 2015092652A JP 2016210213 A JP2016210213 A JP 2016210213A
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JP
Japan
Prior art keywords
clutch
engine
touch point
control device
vehicle
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Pending
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JP2015092652A
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Japanese (ja)
Inventor
新也 原田
Shinya Harada
新也 原田
鈴木 良英
Yoshihide Suzuki
良英 鈴木
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アイシン精機株式会社
Aisin Seiki Co Ltd
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Priority to JP2015092652A priority Critical patent/JP2016210213A/en
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Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/547Transmission for changing ratio the transmission being a stepped gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00Fluid-actuated clutches
    • F16D25/12Details not specific to one of the before-mentioned types
    • 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

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of learning a touch point without affecting drivability.SOLUTION: A vehicle control device is a control device 9 for a hybrid vehicle including a transmission 6 capable of transmitting motor driving force to an output shaft 20. The control device 9 includes: a clutch control section 10 for moving a clutch 5 to an engagement side according to a start request of an engine; a speed control section 11 for performing speed control to keep acceleration of a vehicle constant when an accelerator opening of the vehicle is constant and a road surface has a constant gradient during traveling; and a touch point determination section 12 for determining a point in which change amount of motor torque becomes larger than a prescribed determination value as a touch point of the clutch when moving the clutch 5 to the engagement side.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control apparatus for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft, and in particular, a vehicle having a learning function of a clutch torque transmission start point (hereinafter referred to as a touch point). The present invention relates to a control device.

  Conventionally, a device for learning about a clutch has been proposed in order to improve the accuracy of clutch control in a hybrid vehicle. For example, in a conventional apparatus, learning control regarding the degree of clutch engagement is performed in a state where an internal combustion engine (for example, an engine) is operated and a transmission is in a neutral state (see, for example, Patent Document 1).

  Specifically, the engine is started (starter is started), and the clutch is gradually moved to the coupling side when the input rotational speed of the transmission is zero. Then, the clutch position when the input rotational speed reaches a predetermined rotational speed is learned as a touch point. After the operation for learning the touch point is completed, the clutch is returned to the disengagement side, the gear is shifted to the traveling gear, the clutch is engaged, and the torque of the engine and the motor is changed (one torque). The shortage is compensated with the other torque), and the vehicle shifts to acceleration running.

JP 2012-86596 A

  However, the conventional apparatus requires a special operation for learning the touch point. For this reason, the speed and response of the control operation when learning the touch point is delayed compared with the case where the touch point is not learned, which affects the behavior and drivability of the vehicle. Further, in the conventional device, in order to learn the touch point, it is necessary to satisfy the condition that the engine speed is constant (idle speed or higher) and the input speed is zero. Therefore, when learning the touch point during EV traveling (during traveling by the motor driving force), a waiting time is required until the gear of the transmission is once pulled out to neutral and the input rotational speed becomes zero.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device capable of learning touch points without affecting drivability.

  A vehicle control device according to the present invention is a control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft. The clutch control moves a clutch to a coupling side in response to an engine start request. A rotation speed control unit that performs a rotation speed control so as to keep the acceleration of the vehicle constant when the accelerator opening of the vehicle is constant and the road surface being traveled has a constant slope, A touch point determination unit that determines that a point at which the amount of change in motor torque is greater than a predetermined determination value when the clutch is moved to the engagement side is a touch point of the clutch.

  With this configuration, learning of the touch point is performed when the engine is started (for example, when the engine is pushed). In this case, when the accelerator opening of the vehicle is constant and the traveling road surface has a constant gradient, the rotational speed control is performed so as to keep the acceleration of the vehicle constant. Then, when the clutch is moved to the engagement side in response to a request to push the engine, the point at which the change amount of the motor torque becomes greater than a predetermined determination value is determined as the clutch touch point. According to the present invention as described above, it is possible to learn a touch point in a control operation (normal operation) required for pushing the engine. In other words, the conventional operation for learning the touch point (a special operation that is not necessary originally) becomes unnecessary. Therefore, there is no influence on vehicle behavior and drivability by learning touch points.

  In addition, the control device of the present invention may include a gradient determination unit that acquires information on the acceleration of the vehicle and determines whether or not the traveling road surface has a constant gradient.

  With this configuration, it is possible to appropriately determine whether or not the traveling road surface has a constant gradient based on the vehicle acceleration information.

  A control device of the present invention is a control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft, and a clutch control unit that moves a clutch to a coupling side in response to an engine start request An engine speed determination unit that determines whether or not the engine speed exceeds a predetermined reference value; and after the engine speed exceeds the reference value, the clutch position is disengaged and the shift position is set. Touch point determination that determines the point at which the amount of change in the rotational speed of the input shaft is greater than a predetermined determination value when the clutch is moved to the coupling side in the neutral position as the touch point of the clutch And a section.

  With this configuration, learning of the touch point is performed when the engine is started (for example, when the engine is pushed). In this case, the clutch is moved to the engagement side in response to an engine push request, and when the engine speed exceeds a predetermined reference value, the clutch position is set to the disengaged position and the shift position is set to the neutral position. Then, when the clutch is moved to the joining side in this state, the point at which the amount of change in the rotational speed of the input shaft becomes greater than a predetermined determination value is determined as the clutch touch point. According to the present invention as described above, it is possible to learn a touch point in a control operation (normal operation) required for pushing the engine. In other words, the conventional operation for learning the touch point (a special operation that is not necessary originally) becomes unnecessary. Therefore, there is no influence on vehicle behavior and drivability by learning touch points.

  The control device of the present invention further includes an input shaft rotational speed determination unit that determines whether or not the rotational speed of the input shaft is higher than the rotational speed of the engine, and the clutch control unit includes the rotational speed of the input shaft. When the engine speed is higher than the engine speed, the clutch may be moved to the coupling side in response to the pushing request.

  With this configuration, when the rotational speed of the input shaft is higher than the rotational speed of the engine, the engine is appropriately pushed, and at that time (when the engine is pushed), the touch point is also learned.

  The control device of the present invention may further include a touch point correction unit that corrects the touch point determined by the touch point determination unit based on information on the temperature characteristic of the clutch.

  With this configuration, the touch point can be appropriately corrected in consideration of the temperature characteristics of the clutch (temperature changes of the components of the clutch).

  A control device of the present invention is a control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft, and a clutch control unit that moves a clutch to a coupling side in response to an engine start request A storage unit that stores a design value of a stroke amount of the clutch when the engine speed exceeds a predetermined reference value; and when the clutch is moved to the coupling side, the engine speed is A touch point determination unit that detects a stroke amount of the clutch when the reference value is exceeded, and determines a difference between the detected stroke amount and the design value as a touch point of the clutch;

  With this configuration, learning of the touch point is performed when the engine is started (for example, when the engine is pushed). In this case, the design value of the stroke amount of the clutch when the engine speed exceeds the predetermined reference value on the engine-side clutch disc (for example, the state where the transmission-side clutch disc is sufficiently in contact with the engine-side clutch disc). When the torque is applied from the transmission side, the input torque when the engine speed exceeds a predetermined reference value is converted into the clutch stroke amount) and stored in the storage unit. Then, when the clutch is moved to the coupling side in response to the engine push request, the clutch stroke amount when the engine speed exceeds the reference value is detected, and the detected stroke amount and the design value are detected. Is determined as the clutch touch point. According to the present invention as described above, it is possible to learn a touch point in a control operation (normal operation) required for pushing the engine. In other words, the conventional operation for learning the touch point (a special operation that is not necessary originally) becomes unnecessary. Therefore, there is no influence on vehicle behavior and drivability by learning touch points.

  According to the present invention, it is possible to learn a touch point during normal operation when the engine is started (for example, when the engine is pushed).

It is a block diagram of the hybrid vehicle in 1st Embodiment. It is a block diagram which shows the structure of the control apparatus in the 1st Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the control apparatus in 1st Embodiment. It is a time chart for demonstrating operation | movement of the control apparatus in 1st Embodiment. It is a block diagram which shows the structure of the control apparatus in the 2nd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the control apparatus in 2nd Embodiment. It is a time chart for demonstrating operation | movement of the control apparatus in 2nd Embodiment. It is a block diagram which shows the structure of the control apparatus in the 3rd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the control apparatus in 3rd Embodiment. It is a time chart for demonstrating operation | movement of the control apparatus in 3rd Embodiment.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the drawings. In the present embodiment, a case of a vehicle control device used in a clutch control system of a hybrid vehicle is illustrated.

(First embodiment)
A configuration of a vehicle control device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of a hybrid vehicle according to the present embodiment. As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 and a motor generator 3, and one or both of them are used as a driving force source for the wheels 4. An automatic transmission 6 is connected to the engine 2 via a clutch 5, and an output from the automatic transmission 6 is distributed and transmitted to the left and right wheels 4 via a differential gear device (diff 7). The The motor generator 3 is also connected to the automatic transmission 6 via a second clutch 8. Although not shown here, the motor generator 3 is electrically connected to a power storage device (battery) via an inverter.

  The engine 2 is a device that extracts power by being driven by combustion of fuel inside the engine. For example, various known engines such as a gasoline engine and a diesel engine can be used. The motor generator 3 has a rotor and a stator (not shown), functions as a motor (electric motor) that generates power upon receiving power supply, and a generator that generates power upon receiving power supply. It has a function as a (generator). The motor generator 3 receives power supplied from the power storage device and performs power running, and supplies the power storage device with power generated by the torque output from the engine 2 or the inertial force of the vehicle to store the power storage device. As the power storage device, a capacitor or the like can be used in addition to the battery.

  The clutch 5 is a friction coupling device provided between the engine 2 and the automatic transmission 6 and capable of switching between transmission and interruption of driving force between the engine 2 and the automatic transmission 6. The second clutch 8 is a friction coupling device provided between the motor generator 3 and the automatic transmission 6 and capable of switching between transmission and interruption of driving force between the motor generator 3 and the automatic transmission 6. is there. In this case, the clutch 5 and the second clutch 8 are provided between the engine 2 and the motor generator 3, and a frictional joint that can switch between transmission and interruption of driving force between the engine 2 and the motor generator 3. It can be said that it constitutes a device. The clutch 5 can continuously control increase / decrease in its transmission torque capacity by controlling the supply hydraulic pressure. The automatic transmission 6 is configured to be able to transmit the motor driving force of the motor generator 3 to the output shaft 20.

  Operations of the engine 2 and the motor generator 3 are controlled by the control device 9. That is, the control device 9 has a function of controlling the clutch 5, a function of controlling the automatic transmission 6, a function of controlling the engine 2, and a function of controlling the motor generator 3 (including an inverter and a battery). Yes.

  FIG. 2 is a block diagram for explaining the configuration of the control device 9. As shown in FIG. 2, the control device 9 includes a clutch control unit 10 for controlling the operation of the clutch 5, a rotation speed control unit 11 for controlling the rotation speed of the engine 2, and touch points of the clutch 5. A touch point determination unit 12 for determination is provided. Furthermore, the control device 9 includes an accelerator opening degree determination unit 13, a gradient determination unit 14, and a touch point correction unit 15 as a configuration for determining a touch point.

  The accelerator opening degree determination unit 13 acquires information on the accelerator opening degree (for example, an accelerator signal) from the vehicle 1 and determines whether or not the accelerator opening degree is constant. Further, the gradient determination unit 14 acquires acceleration information from the vehicle 1 and information on the acceleration (for example, acceleration measured by an acceleration sensor, acceleration calculated from a change in vehicle speed measured by a vehicle speed sensor, etc.). Based on the above, it is determined whether or not the traveling road surface has a constant gradient (for example, flat).

  The clutch control unit 10 performs control to move the clutch 5 to the joining side when there is a request to push the engine 2. At this time, the rotation speed control unit 11 controls the rotation speed so as to keep the acceleration of the vehicle constant when the accelerator opening of the vehicle is constant and the road surface being traveled has a constant gradient (for example, flat). I do. The touch point determination unit 12 determines the clutch position at which the amount of change in motor torque is greater than a predetermined determination value as the touch point of the clutch 5 when the clutch 5 is moved to the coupling side. The touch point correction unit 15 corrects the touch point determined by the touch point determination unit 12 based on the temperature characteristic information (information obtained in advance) of the touch point. Since the torque (stored in the control device 9) required until the engine starts to rotate varies depending on the engine temperature (for example, determined from the water temperature or the like), the touch point correction unit 15 uses, for example, the temperature as an argument. Use the map value.

  The control device 9 includes an arithmetic processing device such as a CPU as a core member, and reads out data from a RAM (random access memory) configured to be able to read and write data from the arithmetic processing device and the arithmetic processing device. It has a storage device such as a ROM (Read Only Memory) that can be configured (not shown). The clutch control unit 10, the rotational speed control unit 11, the touch point determination unit 12, the accelerator opening degree are achieved by software (program) stored in the ROM or the like, hardware such as a separately provided arithmetic circuit, or both. Each functional unit such as the determination unit 13, the gradient determination unit 14, and the touch point correction unit 15 is configured. Each of these functional units is configured to exchange information with each other.

  About the control apparatus 9 comprised as mentioned above, the operation | movement is demonstrated with reference to drawings. Here, touch point learning which is a characteristic operation of the present invention will be described.

  FIG. 3 is a flowchart for explaining the operation of the control device 9, and FIG. 4 is a time chart. As shown in FIGS. 3 and 4, first, at time t0, when switching from EV traveling to HV traveling, an engine start request (pushing request) is issued from a control device (not shown) other than the control device 9. The control device 9 receives this required value (S1). At time t1, the clutch 5 is moved to the coupling side in order to crank the engine 2 (S2).

  Here, when it is determined that the accelerator opening of the vehicle is constant and the traveling road surface has a constant gradient (for example, flat) (S3), the control of the engine 2 is switched from torque control to rotational speed control. (S4). That is, when the driver is driving the vehicle 1 with a constant accelerator, rotation speed control (feedback control) is performed to increase the motor torque so that the vehicle speed is not reduced by the engine load.

  At time t2, when the motor torque changes suddenly (increases) and the amount of change in motor torque exceeds a predetermined determination value 1 (S5), the clutch position at that time is determined as a touch point and temporarily stored. (S6). The touch point (actually measured value) thus obtained is corrected based on the temperature characteristic information (S7). By this correction, a touch point (correction value) that takes into account expansion and warpage changes due to response delay with the actual machine, temperature characteristics, and the like is obtained.

  When the learning of the touch point is completed, the control of the engine 2 is switched from the rotation speed control to the torque control (S8). That is, torque control (feed forward control) is performed so that the sum of the clutch transmission torque and the motor torque becomes the driver request torque.

  Then, when the rotational speed of the engine 2 exceeds the predetermined determination value 2 at time t3 (S9), after shifting to the neutral position at time t4, the clutch 5 is moved to the disengaged position at time t5 (S10). Note that the determination value 2 is the number of revolutions at which the engine can be started (more than the number of revolutions that can be driven independently). The determination value 2 is set to, for example, 300 to 800 rpm.

  After that, at time t6, a shift to a predetermined gear stage (for example, first gear) is performed (S11), and at time t7 to t8, the clutch 5 is engaged and the vehicle is accelerated with engine torque (S12).

  According to the control device of the first embodiment, learning of touch points is performed when the engine 2 is pushed. In this case, when the accelerator opening of the vehicle 1 is constant and the traveling road surface has a constant gradient, the rotational speed control is performed so as to keep the acceleration of the vehicle 1 constant. Then, when the clutch 5 is moved to the joining side in response to a request to push the engine 2, the point at which the amount of change in the motor torque becomes larger than a predetermined determination value is determined as the touch point of the clutch 5.

  That is, according to the present embodiment, the touch point can be learned in the control operation (normal operation) required for pushing the engine 2. In other words, the conventional operation for learning the touch point (a special operation that is not necessary originally) becomes unnecessary. Therefore, there is no influence on the behavior and drivability of the vehicle 1 depending on whether or not the touch point is learned.

  Moreover, in this Embodiment, based on the information of the acceleration of the vehicle 1, it can be determined appropriately whether the road surface during driving | running | working is a fixed gradient. Furthermore, in the present embodiment, it is possible to appropriately correct the touch point in consideration of the temperature characteristic of the touch point (temperature change of the components of the clutch 5).

(Second Embodiment)
Next, a control device according to a second embodiment of the present invention will be described. Here, the control device according to the second embodiment will be described with a focus on differences from the first embodiment. Unless otherwise specified, the configuration and operation of the present embodiment are the same as those of the first embodiment.

  FIG. 5 is a block diagram for explaining the configuration of the control device 9 according to the present embodiment. As shown in FIG. 5, the control device 9 includes a clutch control unit 10 for controlling the operation of the clutch 5 and a touch point determination unit 12 for determining a touch point of the clutch 5. Furthermore, the control device 9 includes an engine speed determination unit 16, an input shaft speed determination unit 17, and a touch point correction unit 15 as a configuration for touch point determination.

  The engine speed determination unit 16 determines whether or not the speed of the engine 2 has exceeded a predetermined reference value. Further, the input shaft rotation speed determination unit 17 determines whether or not the rotation speed of the input shaft is higher than the rotation speed of the engine 2. When the rotational speed of the input shaft is higher than the rotational speed of the engine 2, the clutch control unit 10 moves the clutch 5 to the coupling side in response to a request for pushing the engine 2.

  In this case, after the rotational speed of the engine 2 exceeds the reference value, the touch point determination unit 12 moves the clutch 5 to the engagement side with the clutch position set to the disengaged position and the shift position set to the neutral position. Sometimes, the point (clutch position) at which the amount of change in the rotational speed of the input shaft is greater than a predetermined determination value is determined as the touch point of the clutch 5.

  The operation of the control device 9 of the second embodiment configured as described above will be described with reference to the drawings. Here, touch point learning which is a characteristic operation of the present invention will be described.

  FIG. 6 is a flowchart for explaining the operation of the control device 9 according to the second embodiment, and FIG. 7 is a time chart. As shown in FIGS. 6 and 7, first, at time t0, when switching from EV traveling to HV traveling, an engine start request (pushing request) is issued from a control device (not shown) other than the control device 9. The control device 9 receives this required value (S20). At time t1, the clutch 5 is moved to the coupling side in order to crank the engine 2 (S21).

  When the rotational speed of the engine 2 exceeds the predetermined determination value 1 at time t2 (S22), the clutch 5 is started to move to the disengagement side, and the shift of the automatic transmission 6 is started to move to the neutral position. The shift completes the movement to the neutral position at time t3, and the clutch 5 completes the movement to the disengaged position at time t4 (S23). Note that the determination value 1 is the number of revolutions at which the engine can be started (the number of revolutions that can be driven independently). Then, the engine 2 is fired, and after the completion of the explosion determination, the clutch 5 is moved to the joining side at a constant speed at time t5 (S24).

  At time t5 to t7, when the rotational speed of the input shaft changes suddenly and the amount of change becomes larger than a predetermined determination value 2 (S25), the clutch position at that time is determined as a touch point and temporarily stored. (S26). Then, the clutch 5 is set to the disengaged position (S27), and the touch point (measured value) obtained as described above is corrected based on the temperature characteristic information (S28).

  When the learning of the touch point is completed, at time t7, a shift to a predetermined gear (for example, first gear) is performed (S29), and the clutch 5 is engaged at time t8 to t9 to accelerate the vehicle with engine torque. (S30).

  Also by the control device of the second embodiment, the same effects as those of the first embodiment can be obtained.

  Also in the present embodiment, learning of touch points is performed when the engine 2 is pushed. In this case, the clutch 5 is moved to the engagement side in response to a push request of the engine 2, and when the rotational speed of the engine 2 exceeds a predetermined reference value, the clutch position is set to the disengaged position and the shift position is set to the neutral position. . Then, when the clutch 5 is moved to the joining side in this state, the point at which the amount of change in the rotational speed of the input shaft becomes greater than a predetermined determination value is determined as the touch point of the clutch 5.

  Also according to the present embodiment, it is possible to learn a touch point in a control operation (normal operation) required for pushing the engine 2. That is, the conventional operation for learning touch points (a special operation that is not necessary originally) is unnecessary, and there is no influence on the behavior and drivability of the vehicle 1.

  Further, in the present embodiment, when the rotation speed of the input shaft is higher than the rotation speed of the engine 2, the engine 2 is appropriately pushed, and at that time (when the engine 2 is pushed), the touch point is also learned. Done.

(Third embodiment)
Next, a control device according to a third embodiment of the present invention will be described. Here, the control device of the third embodiment will be described focusing on differences from the first embodiment. Unless otherwise specified, the configuration and operation of the present embodiment are the same as those of the first embodiment.

  FIG. 8 is a block diagram for explaining the configuration of the control device 9 of the present embodiment. As shown in FIG. 8, the control device 9 includes a clutch control unit 10 for controlling the operation of the clutch 5 and a touch point determination unit 12 for determining a touch point of the clutch 5. Furthermore, the control device 9 includes a storage unit 18 and a stroke amount detection unit 19 as a configuration for determining a touch point.

  The storage unit 18 stores a design value (a value obtained in advance) of the stroke amount of the clutch 5 when the rotational speed of the engine 2 exceeds a predetermined reference value. The stroke amount detector 19 has a function of detecting the stroke amount (clutch position) of the clutch 5. The touch point determination unit 12 detects the stroke amount of the clutch 5 when the rotational speed of the engine 2 exceeds a predetermined reference value when the clutch 5 is moved to the joining side, and the detected stroke amount And the design value is determined as the touch point of the clutch 5.

  The operation of the control device 9 of the third embodiment configured as described above will be described with reference to the drawings. Here, touch point learning which is a characteristic operation of the present invention will be described.

  FIG. 9 is a flowchart for explaining the operation of the control device 9 according to the third embodiment, and FIG. 10 is a time chart. As shown in FIGS. 9 and 10, first, at time t0, when switching from EV traveling to HV traveling, an engine start request (pushing request) is issued from a control device (not shown) other than the control device 9. Then, the control device 9 receives this required value. When there is a request to push the engine 2 (S40), information on the rotational speed of the engine 2 is acquired (S41), and at time t1, the clutch 5 is moved to the coupling side in order to crank the engine 2 ( S42).

  When the rotational speed of the engine 2 exceeds the predetermined determination value 1 at time t2 (S43), the stroke amount of the clutch 5 when the rotational speed of the engine 2 exceeds the determination value 1 is detected. The difference from the design value is determined as the touch point of the clutch 5 and stored temporarily (S44).

  When the learning of the touch point is completed, it is determined whether or not the rotational speed of the engine 2 has exceeded a predetermined determination value 2 at time t3 (S45). Note that the determination value 2 is the number of revolutions at which the engine can be started (more than the number of revolutions that can be driven independently). When the rotational speed of the engine 2 exceeds the predetermined determination value 2, the clutch 5 is moved to the disengaged position, and the shift is set to the neutral position at time t4 (S46). Then, at time t6, a shift to a predetermined gear stage is performed (S47). After the shift is completed, the clutch 5 is engaged at time t7 to t8, and the vehicle is accelerated with engine torque (S48).

  Also by the control device of the third embodiment, the same operational effects as those of the first embodiment can be obtained.

  Also in the present embodiment, learning of touch points is performed when the engine 2 is pushed. In this case, the design value of the stroke amount of the clutch 5 when the rotational speed of the engine 2 exceeds a predetermined reference value is stored in the storage unit. Then, when the clutch 5 is moved to the coupling side in response to a request to push the engine 2, the stroke amount of the clutch 5 when the rotational speed of the engine 2 exceeds the reference value is detected, and the detected stroke amount And the design value is determined as the touch point of the clutch 5.

  Also according to the present embodiment, it is possible to learn a touch point in a control operation (normal operation) required for pushing the engine 2. That is, the conventional operation for learning touch points (a special operation that is not necessary originally) is unnecessary, and there is no influence on the behavior and drivability of the vehicle 1.

  The embodiments of the present invention have been described above by way of example, but the scope of the present invention is not limited to these embodiments, and can be changed or modified according to the purpose within the scope of the claims. is there.

  As described above, the control device according to the present invention has an effect of being able to learn a touch point during normal operation, and is useful in a clutch control system for a hybrid vehicle.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 Motor generator 5 Clutch 9 Control apparatus 10 Clutch control part 11 Rotational speed control part 12 Touch point determination part 13 Accelerator opening degree determination part 14 Gradient determination part 15 Touch point correction part 16 Engine rotational speed determination part 17 Input Shaft rotation speed determination unit 18 Storage unit 19 Stroke amount detection unit 20 Output shaft

Claims (6)

  1. A vehicle control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft,
    A clutch control unit that moves the clutch to the coupling side in response to an engine start request;
    When the accelerator opening of the vehicle is constant and the traveling road surface has a constant slope, a rotation speed control unit that performs rotation speed control to keep the acceleration of the vehicle constant;
    A touch point determination unit that determines a point at which the amount of change in motor torque is greater than a predetermined determination value when the clutch is moved to the engagement side;
    A vehicle control device comprising:
  2.   The vehicle control device according to claim 1, further comprising a gradient determination unit that acquires information on acceleration of the vehicle and determines whether or not the traveling road surface has a constant gradient.
  3. A vehicle control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft,
    A clutch control unit that moves the clutch to the coupling side in response to an engine start request;
    An engine speed determination unit that determines whether or not the engine speed exceeds a predetermined reference value;
    After the engine speed exceeds the reference value, when the clutch is moved to the coupling side with the clutch position disengaged and the shift position neutral, the change in the input shaft speed A touch point determination unit that determines a point where the amount is larger than a predetermined determination value as a touch point of the clutch;
    A vehicle control device comprising:
  4. An input shaft rotational speed determination unit that determines whether the rotational speed of the input shaft is higher than the rotational speed of the engine;
    4. The vehicle control device according to claim 3, wherein the clutch control unit moves the clutch to the coupling side in response to the pushing request when the rotation speed of the input shaft is higher than the rotation speed of the engine. .
  5.   The vehicle control device according to any one of claims 1 to 4, further comprising a touch point correction unit that corrects a touch point determined by the touch point determination unit based on information on a temperature characteristic of the clutch. .
  6. A vehicle control device for a hybrid vehicle including a transmission capable of transmitting a motor driving force to an output shaft,
    A clutch control unit that moves the clutch to the coupling side in response to an engine start request;
    A storage unit for storing a design value of a stroke amount of the clutch when the rotational speed of the engine exceeds a predetermined reference value;
    When the clutch is moved to the coupling side, the stroke amount of the clutch when the engine speed exceeds the reference value is detected, and the difference between the detected stroke amount and the design value is determined as the clutch A touch point determination unit for determining a touch point of
    A vehicle control device comprising:
JP2015092652A 2015-04-30 2015-04-30 Vehicle control device Pending JP2016210213A (en)

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JP2015092652A JP2016210213A (en) 2015-04-30 2015-04-30 Vehicle control device
CN201680023987.6A CN107531230A (en) 2015-04-30 2016-04-27 Controller of vehicle
PCT/JP2016/063134 WO2016175221A1 (en) 2015-04-30 2016-04-27 Vehicle control apparatus

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