JP3920767B2 - Powertrain control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a powertrain control device in a hybrid vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a synchronous mesh type transmission is known in which a clutch that is automatically released and engaged is provided in a torque transmission path from an internal combustion engine to a transmission. In this type of transmission, when shifting is performed at a timing deviating from the timing intended by the driver, the driver may feel uncomfortable or uncomfortable due to torque loss due to the clutch being released during shifting. There is.
[0003]
In order to eliminate such a driver's uncomfortable feeling and the like, while the clutch is released at the time of shifting and the engine torque is not transmitted to the driving wheel, the torque of the motor is transmitted to the driving wheel to suppress the decrease in driving force. It is possible.
[0004]
However, when the output of the motor decreases, such as when the charge amount of the battery decreases or disappears, it is impossible to secure the torque transmitted from the motor to the drive wheels at the time of shifting, resulting in a feeling of torque loss.
[0005]
Therefore, in Patent Document 1 below, when the output of the motor is limited due to a decrease in the state of charge (SOC) or the like and the loss of torque transmitted to the drive wheels due to the shift cannot be compensated, the shift is performed. A vehicle control device that can suppress the feeling of torque loss by shortening the period is described.
[0006]
[Patent Document 1]
JP 2001-153218 A (page 5-7, FIG. 1)
[0007]
[Problems to be solved by the invention]
However, in the above-described vehicle control device, when the output of the motor is not limited, even if the motor cannot output the torque required to compensate for the torque loss at the time of clutch release, Since the time period is not shortened, it is impossible to suppress a feeling of torque loss, and thus there is a problem that a driver's uncomfortable feeling cannot be avoided.
[0008]
The present invention has been made to solve the above problems, and the motor has the torque required to compensate for the torque loss when the clutch is released, regardless of whether the motor output is limited or not. It is an object of the present invention to provide a powertrain control device that can suppress a feeling of torque loss and can avoid a driver's uncomfortable feeling when it cannot be output.
[0009]
[Means for Solving the Problems]
A powertrain control device according to the present invention includes an internal combustion engine, a clutch device that intermittently transmits power output from an output shaft of the internal combustion engine, and power that is output from the clutch device is converted according to a predetermined gear ratio. A powertrain control device for a hybrid vehicle comprising a transmission that outputs power to the drive shaft and a motor that can output power to the drive shaft in parallel with the internal combustion engine, the motor controlling the output of the motor Output control means, acceleration detection means for detecting the acceleration of the hybrid vehicle, and automatic shift control means for releasing and engaging the clutch device and shifting control of the transmission, and the motor output control means when the clutch device is released controlled so as to increase the output of the motor, the automatic shift control means, also as a motor is driven at the maximum output, pressurized When the decrease in acceleration detected by the degree detection means exceeds a predetermined threshold, the clutch device is controlled so that the engagement period of the clutch device is shorter than the normal engagement period. The shift period is shortened.
[0010]
According to the powertrain control device of the present invention, when the clutch device that interrupts transmission of the power output from the internal combustion engine is released, the motor output is controlled to be increased, while the motor is at the maximum output . Even if driven, the shift period of the hybrid vehicle is shortened by shortening the engagement period of the clutch device when the reduction range of the acceleration detected by the acceleration detection means exceeds a predetermined threshold value. When the motor cannot output the torque required to compensate for the torque loss when the clutch is released, the time for generating the torque loss can be shortened.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.
[0012]
First, the main configuration of the hybrid vehicle 1 equipped with the powertrain control device according to the present embodiment will be described with reference to FIG. The hybrid vehicle 1 includes a power train 2 that outputs driving force to the drive wheels 3 and a control device 7 that comprehensively controls the operation of the power train 2.
[0013]
The power train 2 converts an engine (internal combustion engine) 10 that functions as main power, a motor 40 that functions as auxiliary power, a clutch device 15 that intermittently drives the driving power of the engine 10, and a driving power from the engine 10. It has a synchronous meshing transmission 20 that outputs. The power train 2 changes the rotational speed of the left and right drive wheels 3 when the hybrid vehicle 1 turns, and transmits the same driving force to both wheels, and transmits the power from the engine 10 and the motor 40 to the differential 30. A transfer shaft 32, a propeller shaft 34 that transmits power from the motor 40 to the transfer 32, and a drive shaft (drive shaft) 36 that transmits power output from the differential 30 to the drive wheels 3.
[0014]
For example, a diesel engine is used as the engine 10. In the engine 10, intake air drawn from an air cleaner (not shown) is drawn into each cylinder 11 formed in the engine 10 via an intake manifold 110. Each cylinder 11 is provided with a fuel injection nozzle 13 for injecting fuel, and high pressure fuel stored in a pressure accumulation chamber (not shown) is guided to each fuel injection nozzle 13. In each cylinder 11, the mixed gas of intake air and fuel burns, and the exhaust gas after the combustion is exhausted to the exhaust manifold 120.
[0015]
The clutch device 15 is, for example, a hydraulic clutch, and the release and engagement can be controlled by controlling the hydraulic pressure.
[0016]
The transmission 20 is a synchronously meshed stepped gear transmission configured to be automatically shiftable by a hydraulic mechanism, and includes a shift control mechanism 20a including a plurality of hydraulic control valves that perform hydraulic pressure switching. A predetermined transmission gear ratio is set (shifted) by switching the transmission state of the constantly meshing gear train arranged on the input shaft and the output shaft by the transmission control mechanism 20a.
[0017]
The motor 40 is an AC synchronous motor, and is driven by AC power output from the inverter 50. The motor 40 can also generate power (regenerative power generation) using the rotation of the drive wheels 3.
[0018]
The inverter 50 converts the electric power stored in the battery 60 from direct current to alternating current and supplies it to the motor 40, and converts the electric power regenerated by the motor 40 from alternating current to direct current and stores it in the battery 60.
[0019]
Here, the power from the engine 10 is transmitted to the transfer 32 via the clutch device 15 and the transmission 20. On the other hand, power from the motor 40 is transmitted to the transfer 32 via the propeller shaft 34. In this way, the engine 10 and the motor 40 are connected by the transfer 32, and the power from the engine 10 and the motor 40 input to the transfer 32 is transmitted to the differential 30 in parallel, and further via the drive shaft 36. As a result, power is transmitted to the drive wheels 3 to drive the drive wheels 3.
[0020]
The control device 7 that controls the power train 2 includes an electronic control unit (automatic transmission control means, hereinafter referred to as an integrated ECU) 72 that controls the release and engagement of the clutch device 15 and the transmission control of the transmission 20 and the operation of the engine 10. A motor electronic control unit (motor output control means, hereinafter referred to as a motor ECU) 74 for driving and controlling the motor 40 is provided.
[0021]
The integrated ECU 72 includes an accelerator position sensor 80 for detecting the accelerator opening, an acceleration sensor (acceleration detecting means) 82 for detecting the acceleration of the vehicle, a crank position sensor 14 for detecting the engine speed, and a water temperature sensor for detecting the coolant temperature. A vehicle speed sensor 84 for detecting the vehicle speed, a range position detection switch for detecting a range position by a select lever of the transmission 20, an input shaft rotation sensor for detecting the rotation speed of the input shaft of the transmission 20, and an output for detecting the rotation speed of the output shaft. A shaft rotation sensor or the like is connected.
[0022]
The integrated ECU 72 drives a solenoid (for example, a linear solenoid or a duty solenoid) for controlling the operation of a driver that drives the fuel injection nozzle 13 and a plurality of hydraulic control valves that switch the hydraulic pressure of the transmission control mechanism 20a. A solenoid driver is provided.
[0023]
The integrated ECU 72 includes a microprocessor for performing calculations, a ROM for storing a program for causing the microprocessor to execute each process, a RAM for storing various data such as calculation results, and a 12V battery (not shown). Has a backup RAM or the like. Thus, in the integrated ECU 72, a fuel injection amount calculation unit 72a that calculates the fuel injection amount injected by the fuel injection nozzle 13, a motor output calculation unit 72b that calculates a target motor output to be output to the motor 40, and A shift control unit 72 c that performs release and engagement of the clutch device 15 and shift control of the transmission 20 is constructed.
[0024]
The motor ECU 74 outputs a switching control signal to the inverter 50 so that the set motor output is output from the motor 40, and is configured by a microprocessor or the like.
[0025]
The motor ECU 74 is connected to a resolver 40a that detects the rotational speeds of the inner rotor and outer rotor of the motor 40, a current sensor 50a that detects a phase current flowing through the three-phase wire 45, and the like. And it is comprised so that switching control of the switching element of the inverter 50, ie, drive control of the motor 40, can be performed based on the input signal from these sensors and the set target output of the motor 40. FIG.
[0026]
The integrated ECU 72 and the motor ECU 74 are connected by a communication line 76, and are configured to be able to exchange data with each other.
[0027]
Next, using FIG. 2 thru | or FIG. 4, while demonstrated operation | movement of the control apparatus 7 which concerns on this embodiment, the control method of the power train 2 is also demonstrated. FIG. 2 is a flowchart showing a shift process by the control device 7, FIG. 3 is a diagram showing a change in driving force at the end of the drive shaft 36 at the time of a normal shift, and FIG. It is a figure which shows the driving force change in an edge.
[0028]
The shift process by the control device according to the present embodiment shown in FIG. 2 is activated and executed, for example, every predetermined time (for example, 10 ms).
[0029]
In step S100, the newest acceleration data temporarily stored in the RAM of the integrated ECU 72 is read out and used as the current acceleration read value (hereinafter referred to as the current acceleration value _Gn ). Here, the acceleration data is read from the acceleration sensor 82 in a process different from the shift process (for example, a process repeatedly executed every 1 ms), and subjected to a filtering process and the like in the RAM. Use what you remember.
[0030]
Next, in step S110, a determination is made as to whether a shift is necessary. The ROM of the ECU 72 stores in advance a three-dimensional map (shift map) that defines the relationship between the vehicle speed, the accelerator opening, and the gear position. Based on this shift map, a change in the vehicle speed and the accelerator opening is performed. If it is determined that a shift is necessary, a shift signal is output from the integrated ECU 72, and the process proceeds to step S120. On the other hand, if it is determined that shifting is not necessary, the process proceeds to step S160, where the current acceleration value _{Gn is set} to the previous acceleration value _Gn-1 (the acceleration value read when this process was executed last time). By substituting into, the previous acceleration value G _n-1 is updated, and the process is terminated.
[0031]
In step S120, the clutch device 15 is temporarily released by the shift signal output in step S110. Further, in order to prevent the engine 10 from blowing up due to the release of the clutch device 15, the electronically controlled throttle valve controlled by the integrated ECU 72 is temporarily closed. At the same time, the motor 40 is driven (step S130). The torque of the motor 40 is transmitted to the drive shaft 36 via the propeller shaft 34, the transfer 32, and the differential 30. Here, the torque output from the motor 40 is calculated according to the accelerator opening, and the electric power supplied to the motor 40 is controlled by the inverter 50 so that the torque corresponding to the calculation result is output from the motor 40. The
[0032]
In step S140, a determination is made as to whether or not the difference between the previous acceleration value G _n-1 and the current acceleration value G _n is greater than a predetermined threshold G _th (eg, 2.94 m / s ² ). When the difference between the previous acceleration value G _n-1 and the current acceleration value G _n is less than or equal to a predetermined threshold value G _th , it is determined that torque loss is prevented by the output of the motor 40 as shown in FIG. Proceeding to 170, shift control is performed in a normal shift period. It should be noted that the normal shift period T1 is set to a value (for example, 450 ms) that can reduce a shock during shift (particularly, when the clutch device 15 is engaged).
[0033]
On the other hand, when the difference between the previous acceleration value G _n-1 and the current acceleration value G _n is larger than a predetermined threshold value G _th , torque loss cannot be prevented by the output of the motor 40 as shown in FIG. To be judged.
[0034]
As described above, the reason why the motor 40 cannot prevent torque loss is as follows. That is, because the mechanism of the transmission 20 mounted on the hybrid vehicle 1 requires an output equivalent to the engine 10 to prevent torque loss when the clutch device 15 is released, for example, the maximum output of the engine 10 Is 200 KW, and the maximum output of the motor 40 is 10 KW, even if the motor 40 is driven with the maximum output of the motor 40, a case where torque loss cannot be prevented occurs.
[0035]
When it is determined that torque loss cannot be prevented by the output of the motor 40, the process proceeds to step S150 to avoid the driver's uncomfortable feeling, and the shift period is shortened.
[0036]
In step S150, as shown in FIG. 4, the shift control is executed so that the shift period is shortened (shift period T2; for example, 350 ms). The shift control is performed by switching the transmission state of the constantly meshing gear train arranged on the input shaft and the output shaft by the shift control mechanism 20a while the clutch device 15 is released.
[0037]
Thereafter, the clutch device 15 is engaged. Here, in order to shorten the shift period, the period t2 required for engaging the clutch device 15 is shorter than the clutch device engagement period t1 in the normal shift period. Thus, the hydraulic pressure supplied to the clutch device 15 is controlled.
[0038]
Then, the clutch device 15 is engaged, and the electronically controlled throttle valve is controlled to an opening corresponding to the accelerator opening, the torque of the engine 10 is transmitted to the transmission 20, and at the same time, the driving of the motor 40 is stopped. Is done.
[0039]
In step S160, the previous acceleration value _Gn-1 is updated by substituting the current acceleration value _Gn into the previous acceleration value _Gn-1 , and then the shift process is terminated.
[0040]
According to the control device 7 of the power train 2 according to the present embodiment, even if the motor 40 is driven with the maximum output of the motor 40, if the torque loss at the time of releasing the clutch device 15 cannot be prevented, the shift period is shortened. As a result, the time during which the torque transmitted to the drive wheel 3 is reduced is shortened, and the feeling of torque loss is reduced.
[0041]
Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, the acceleration of the vehicle may be calculated based on a change in the vehicle speed detected by the vehicle speed sensor 84 instead of using the acceleration sensor 82.
[0042]
【The invention's effect】
As described above in detail, according to the present invention, the clutch device is configured such that the engagement period of the clutch device is shortened when the reduction width of the acceleration exceeds a predetermined threshold when the clutch device is released. Regardless of whether the motor output is limited or not, it is possible to suppress the feeling of torque loss when the motor cannot output the torque required to compensate for torque loss when the clutch is released. In addition, it is possible to provide a powertrain control device capable of avoiding a driver's uncomfortable feeling.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a main part of a hybrid vehicle equipped with a powertrain control device according to the present embodiment.
FIG. 2 is a flowchart showing a shift process by the control device according to the present embodiment.
FIG. 3 is a diagram showing a change in driving force at a driving shaft end during normal shifting.
FIG. 4 is a diagram showing a change in driving force at a driving shaft end when the shift period is shortened.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 2 ... Power train, 3 ... Drive wheel, 7 ... Control apparatus, 10 ... Engine, 15 ... Clutch apparatus, 20 ... Transmission, 30 ... Differential, 32 ... Transfer, 34 ... Propeller shaft, 36 ... Drive shaft , 40 ... motor, 50 ... inverter, 60 ... battery, 72 ... integrated ECU, 74 ... motor ECU, 80 ... accelerator position sensor, 82 ... acceleration sensor, 110 ... intake manifold, 120 ... exhaust manifold.

Claims (1)

An internal combustion engine, a clutch device that intermittently transmits power output from the output shaft of the internal combustion engine, and a transmission that converts the power output from the clutch device according to a predetermined gear ratio and outputs the power to a drive shaft And a control device for a power train in a hybrid vehicle comprising a motor capable of outputting power to the drive shaft in parallel with the internal combustion engine,
Motor output control means for controlling the output of the motor;
Acceleration detecting means for detecting acceleration of the hybrid vehicle;
Automatic shift control means for performing release control and engagement of the clutch device and shift control of the transmission;
With
The motor output control means controls to increase the output of the motor when the clutch device is released;
Even when the motor is driven at the maximum output, the automatic shift control means is configured such that the engagement period of the clutch device is set when the acceleration decrease detected by the acceleration detection means exceeds a predetermined threshold. Controlling the clutch device to be shorter than a normal engagement period, and shortening a shift period of the hybrid vehicle,
A control apparatus for a power train.

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