JP3924540B2 - Drive control apparatus for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To narrow a region used for rotating a motor in the zero state of driving force and to instantly performing a driving process by motor or a regenerative process, when a clutch is connected during deceleration of a hybrid vehicle run by driving one side of front wheels and rear wheels with an engine and driving the other side with the motor. <P>SOLUTION: The clutch is disconnected under one condition where vehicle speed V exceeds a predetermined speed threshold V1. Then, before the vehicle speed V is lower than the speed threshold V1 (step S4), the rotation speed of the motor is matched with the rotation speed of a driving shaft (step S8) under one condition where deceleration G2 exceeds a predetermined value (step S6), and then the clutch is connected (step S9). <P>COPYRIGHT: (C)2004,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention is a drive control device for a hybrid vehicle that travels by rotating a drive shaft by an engine and a motor, and in particular, has a clutch between the motor and the drive shaft, and the clutch is operated according to the state of the vehicle. The present invention relates to a drive control device for a hybrid vehicle to be connected and disconnected.
[0002]
[Prior art]
Recently, hybrid vehicles that drive wheels by combining an internal combustion engine and an electric motor have been developed. The hybrid vehicle has various modes such as an engine traveling mode with an engine alone, a motor traveling mode with a motor alone, a motor assist traveling mode in which the output of the engine is assisted by the motor during engine traveling, and a power generation traveling mode. Have. Here, the power generation travel mode is a travel mode in which power is generated by a generator that receives a driving force from an engine, and the generated power is supplied to the motor directly through a battery or travels by the motor. .
[0003]
Various drive methods such as a four-wheel drive method in which one of the front and rear wheels is driven by the engine alone or the engine and a motor and the other of the front and rear wheels is driven by a motor have been proposed. In such a hybrid vehicle, the motor generates a driving force according to the driving state, thereby reducing the load on the engine and reducing the fuel consumption and the exhaust gas amount. Here, in the type in which the other of the front and rear wheels is driven by a motor, the driving force of the motor may be transmitted to the drive shaft via a clutch, for example. The reduction ratio of the motor is set large in order to obtain a high driving force, and the rotational speed of the motor becomes extremely high when traveling at high speed. Therefore, in order to prevent overheating of the motor and improve durability, a technique has been proposed in which the clutch is disengaged when the vehicle speed exceeds a predetermined specified value (see, for example, Patent Document 1).
[0004]
In this case, if the vehicle travels near the speed at which the clutch is disengaged, clutch engagement and disengagement are frequently repeated, which impairs the durability of the clutch and makes the passenger feel uncomfortable. In order to prevent this, a technique has been proposed in which hysteresis characteristics are provided for clutch connection and disconnection (see, for example, Patent Document 2).
[0005]
According to this technique, it is possible to considerably prevent the clutch engagement and disconnection shock, thereby simplifying the clutch structure, reducing the clutch capacity, and improving the durability.
[0006]
[Patent Document 1]
JP 2001-333507 A (FIG. 1)
[Patent Document 2]
JP 2002-160541 A (paragraphs [0043] to [0046])
[0007]
[Problems to be solved by the invention]
By the way, in the above-mentioned four-wheel drive vehicle, the clutch is disconnected at a high speed when the speed is increased, and then the clutch is connected after adjusting the motor rotation speed to the drive shaft for deceleration, cruise driving, etc. Takes some time, so there is a time lag before the actual connection. Accordingly, there may be a delay before the driving force is generated by the motor or regeneration is performed. In order to eliminate this delay, it is necessary to connect the clutch at an early stage. However, if the hysteresis is simply provided and the clutch is easily connected, there is a region in which the motor rotates with the driving force applied to the drive shaft being zero. Due to the widening, appropriate connection determination has not been made, such as an increase in current consumption and a decrease in durability due to heat generation.
[0008]
In addition, it is preferable to perform control to stabilize the behavior of the vehicle, such as when a slip occurs on one drive wheel in a two-wheel drive state with the engine alone. For this purpose, the other wheel is driven by a motor to perform a four-wheel drive operation, and it is necessary to connect the clutch early in order to control the rotation of each wheel. Therefore, there is a problem similar to the above even when slip occurs.
[0009]
The present invention has been made in consideration of such problems. When the clutch is engaged during deceleration, an area in which the motor is rotated in a state where the driving force is 0 is appropriately determined to drive or regenerate the motor. An object of the present invention is to provide a drive control device for a hybrid vehicle that makes it possible to appropriately perform clutch connection timing for execution.
[0010]
[Means for Solving the Problems]
  A drive control apparatus for a hybrid vehicle according to the present invention is a drive control apparatus for a hybrid vehicle that travels by driving one of a front wheel or a rear wheel with an engine and driving the other with a motor. A clutch for connecting or disconnecting; a speed detecting unit for detecting a vehicle speed of the hybrid vehicle; a deceleration detecting unit for detecting a deceleration of the hybrid vehicle; and a timing for connecting or disconnecting the clutch. A clutch control unit that operates the clutch based on the clutch, and the clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold, while the clutch is disconnected. The clutch is engaged on condition that the deceleration is greater than a predetermined deceleration threshold.In a state where the clutch is engaged, the driving force of the motor is set to 0 when the vehicle speed is between the second speed threshold value and the first speed threshold value which are smaller than the first speed threshold value.(Invention of Claim 1).
[0011]
  The hybrid vehicle drive control apparatus according to the present invention is a hybrid vehicle drive control apparatus that travels by driving one of the front wheels or the rear wheels by an engine and driving the other by a motor, the motor and the drive shaft. A clutch for connecting or disconnecting, a speed detection unit for detecting a vehicle speed of the hybrid vehicle, a clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing, and a transmission A shift operation detecting unit that detects the shift operation of the vehicle, wherein the clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold, while the clutch is disconnected. In this state, the shift operation detection unit detects that the shift down operation has been detected. Connect theIn a state where the clutch is engaged, the driving force of the motor is set to 0 when the vehicle speed is between the second speed threshold value and the first speed threshold value which are smaller than the first speed threshold value.(Invention of claim 2).
[0012]
A drive control apparatus for a hybrid vehicle according to the present invention is a drive control apparatus for a hybrid vehicle that travels by driving one of a front wheel or a rear wheel with an engine and driving the other with a motor. A clutch for connecting or disconnecting; a speed detecting unit for detecting a vehicle speed of the hybrid vehicle; a deceleration detecting unit for detecting a deceleration of the hybrid vehicle; and a timing for connecting or disconnecting the clutch. A clutch control unit that operates the clutch based on the timer, and a timer function unit, wherein the clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold value. The timer function unit detects deceleration of the hybrid vehicle by the speed detection unit in a state where the clutch is disengaged. While the hybrid vehicle is decelerating, the clutch connection time is updated based on the vehicle speed and / or the deceleration, and the time measured by the timer function unit is determined as the connection time. The clutch is connected on the condition that the condition is reached (invention of claim 3).
[0013]
  A drive control apparatus for a hybrid vehicle according to the present invention is a drive control apparatus for a hybrid vehicle that travels by driving one of a front wheel or a rear wheel with an engine and driving the other with a motor. A clutch for connecting or disconnecting; a speed detecting unit for detecting a vehicle speed of the hybrid vehicle; a deceleration detecting unit for detecting a deceleration of the hybrid vehicle; and a timing for connecting or disconnecting the clutch. A clutch control unit that operates the clutch based on the timer, and a timer function unit, wherein the clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold value. The clutch engagement time is set based on the vehicle speed and / or the deceleration while the clutch is disengaged. The timer function unit starts timing when the deceleration is greater than or equal to a specified value, and the time measured by the timer function unit has reached the connection time, or the deceleration is greater than or equal to the specified value. The clutch is connected on condition that this is the case (the invention according to claim 4).
  In this case, the driving force of the motor may be set to 0 when the vehicle speed is between the second speed threshold value and the first speed threshold value which are smaller than the first speed threshold value with the clutch engaged ( Invention of Claim 5).
[0014]
Thus, by connecting the clutch based on the deceleration, the time-up detection by the timer function unit, and / or the shift-down operation, the region where the motor is rotated while the driving force is 0 is narrowed and the motor is driven or regenerated. Can be done immediately.
[0015]
  The hybrid vehicle drive control apparatus according to the present invention is a hybrid vehicle drive control apparatus that travels by driving one of the front wheels or the rear wheels by an engine and driving the other by a motor, the motor and the drive shaft. A clutch for connecting or disconnecting, a speed detection unit for detecting a vehicle speed of the hybrid vehicle, a clutch control unit for determining the timing for connecting or disconnecting the clutch, and operating the clutch based on the timing, and wheels And a slip determination unit that determines that the possibility of a slip is high, and the clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold value. On the other hand, there is a possibility of slip or slip by the slip determination unit in a state where the clutch is disengaged. Connecting said clutch on the basis of the judgment of theIn a state where the clutch is engaged, the driving force of the motor is set to 0 when the vehicle speed is between the second speed threshold value and the first speed threshold value which are smaller than the first speed threshold value.(Claims)6Described invention).
[0016]
Thus, running stability can be improved by connecting a clutch based on a slip detection means.
[0018]
  Further, the clutch control unit is configured such that the vehicle speed is the second speed while the clutch is disengaged.ofThe clutch may be connected when the speed threshold is exceeded (the invention according to claim 7).
[0019]
The slip determination unit may make a determination based on a difference between a wheel speed of the front wheel and a wheel speed of the rear wheel (the invention according to claim 8).
[0020]
In addition, the slip determination unit may make a determination based on a difference between right and left speeds of the front wheel and / or the rear wheel (the invention according to claim 9).
[0021]
Furthermore, a steering angle detection unit that detects a steering angle of the steering wheel may be provided, and the slip determination unit may make a determination based on the vehicle speed and the steering angle (the invention according to claim 10).
[0022]
Furthermore, a steering angle detection unit for detecting a steering angle of the steering wheel is provided, and the slip determination unit makes a determination based on a difference between left and right speeds of the front wheels and / or the rear wheels and the steering angle. (Invention of claim 11).
[0023]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a preferred embodiment of a drive control apparatus for a hybrid vehicle according to the present invention will be described with reference to FIGS. The drive control apparatus 10 according to the present embodiment is applied to the hybrid vehicle 12.
[0024]
As shown in FIG. 1, the hybrid vehicle 12 is a four-wheel drive vehicle, and includes an engine 14 that is an internal combustion engine, a first motor 16 and a second motor 18 that are rotated by electric power supplied from a battery 15, and these engines. 14 and a main ECU (clutch control unit, electric control unit) 20 that centrally manages and controls the first motor 16, the second motor 18, and the like. The main ECU 20 is a microcomputer (not shown) including a RAM (Random Access Memory), a ROM (Read Only Memory), a CPU (Central Processing Unit), an input / output interface, a timer, etc., and a program recorded in the ROM, Process according to map and data. The main ECU 20 can perform various operations by changing the program.
[0025]
The hybrid vehicle 12 includes first and second PDUs (Power Drive Units) 22 and 24 that perform power control of the first motor 16 and the second motor 18, front wheels 26 a that are driven by the engine 14 and the second motor 18, 26 b and rear wheels 27 a and 27 b driven by the first motor 16. The first PDU 22 and the second PDU 24 have a function of detecting current values supplied to the first motor 16 and the second motor 18, respectively.
[0026]
The engine 14 and the second motor 18 are connected to a common drive shaft 28, and the front wheels are connected via an oil pump 32, a first clutch 34, a pulley mechanism 36, a second clutch 38, a gear mechanism 40, and a first differential gear 42. 26a and 26b are driven. The first motor 16 drives the rear wheels 27 a and 27 b via the third clutch 46, the drive shaft 47 and the differential gear 48. The first clutch 34 and the second clutch 38 can be replaced by a starting clutch or a forward / reverse switching clutch.
[0027]
The first motor 16 and the second motor 18 also act as a generator under the control of the first PDU 22 and the second PDU 24. That is, the second motor 18 can generate power by receiving driving force from the engine 14 or the front wheels 26a and 26b, and can charge the battery 15. The first motor 16 receives driving force from the rear wheels 27a and 27b. Regeneration can be performed to charge the battery 15.
[0028]
The front wheels 26a, 26b and the rear wheels 27a, 27b are provided with vehicle speed sensors 50a, 50b, 50c, 50d for calculating the vehicle speed V, and are connected to the main ECU 20. The vehicle speed sensors 50a and 50b detect the wheel speeds of the left and right front wheels 26a and 26b, respectively, and the vehicle speed sensors 50c and 50d detect the wheel speeds of the left and right rear wheels 27a and 27b, respectively. The main ECU 20 calculates the vehicle speed V based on the wheel speeds of the front wheels 26a and 26b and the rear wheels 27a and 27b.
[0029]
The voltage of the battery 15 is stepped down to 12 [V] by a downverter (D · V) 51a and supplied to the fans 75a and 75b via the 12V power supply control unit 51b.
[0030]
As shown in FIG. 2, the drive control apparatus 10 includes a main ECU 20, a battery ECU 52 that controls the battery 15, a front motor ECU 54 that controls the second motor 18 via the second PDU 24, and the first PDU 22. A rear motor ECU 56 that controls the first motor 16, a throttle ECU 60 that controls the throttle opening via a DBW (Drive By Wire) driver 58, a fuel injection ECU 62 that controls the fuel injection amount, and a third clutch 46. A clutch driver 64 that connects and disconnects and a continuously variable transmission ECU 66 that controls the pulley mechanism 36 are included. The third clutch 46 is provided with a clutch switch 68 that detects connection and disconnection, and is connected to the clutch driver 64.
[0031]
The battery ECU 52 is connected to three sensors provided in the battery 15, that is, a current sensor 70, a voltage sensor 72, and a temperature sensor 74. The current sensor 70 measures the charge / discharge current Ib to the battery 15. The voltage sensor 72 measures the voltage Vb of the cell chamber. The temperature sensor 74 measures the temperature Tb of the battery 15, for example, in the cell chamber.
[0032]
The battery ECU 52 has a function of calculating the remaining power SOC of the battery 15 based on the voltage value of the battery 15 or the integrated value of the charge / discharge amount. The remaining power SOC is represented by a numerical value of 0 to 100 [%]. When 0 [%], the battery 15 is in a completely discharged or uncharged state, and when 100 [%], it is in a rated charged state.
[0033]
Fans 75a and 75b are provided in the vicinity of the first motor 16 and the first PDU 22, and the fans 75a and 75b are rotated when the temperature is equal to or higher than a predetermined operation start temperature Tf.
[0034]
The fuel injection ECU 62 includes a TDC (Top Dead Center) sensor 76 for detecting the camshaft rotation angle, a MAP sensor 78 for detecting the intake air pressure, and a TA (Temperature of Air) sensor for detecting the intake air temperature. 80, a water temperature sensor 82 for detecting the engine water temperature, an oil temperature sensor 84 for detecting the engine oil temperature, and a MP (Master Power) monitor 86 for detecting the brake master power negative pressure. ing. The fuel injection ECU 62 includes an injector 88 that is an actuator for fuel injection in each cylinder of the engine 14, a spark plug 90 that is an actuator for fuel ignition in each cylinder, and a cylinder resting solenoid 92 that is used for cylinder deactivation switching. It is connected to the.
[0035]
The continuously variable transmission ECU 66 includes a DR rotation sensor 94 that detects the drive pulley-side rotation speed, a DN rotation sensor 96 that detects the driven-side rotation speed, and a shift position switch 98 that detects the position of the shift lever. It is connected. The continuously variable transmission ECU 66 includes a DR linear solenoid 100 for driving pulley positioning, a DN linear solenoid 102 for driving pulley positioning, a first clutch solenoid 104 for connecting and disconnecting the first clutch 34, A second clutch solenoid 106 for connecting and disconnecting the two clutch 38 is connected.
[0036]
Further, the main ECU 20 includes an accelerator sensor 108 for detecting the accelerator pedal opening AP, a throttle sensor 110 for detecting the throttle opening, the vehicle speed sensors 50a to 50d, and a brake for detecting on / off of the brake. A switch 112, a steering angle sensor 114 that detects the steering angle θ of the steering wheel, and an acceleration sensor (deceleration detection unit) 115 are connected. The acceleration sensor 115 can detect acceleration / deceleration in the traveling direction of the hybrid vehicle 12.
[0037]
The first motor 16 is provided with a motor temperature sensor 116 for detecting the temperature Tm, and the first PDU 22 is provided with a PDU temperature sensor 118 for detecting the temperature Tp. Motor temperature sensor 116 and PDU temperature sensor 118 are each connected to rear motor ECU 56.
[0038]
The motor temperature sensor 116, the PDU temperature sensor 118, and the temperature sensor 74 may be provided at the thermal weakest part or at a place where the temperature of the thermal weakest part can be estimated. For example, the motor temperature sensor 116 may detect the winding temperature of the first motor 16, and the PDU temperature sensor 118 may be an on-chip sensor of a semiconductor element. Note that the temperature data that is the detection result of the motor temperature sensor 116 and the PDU temperature sensor 118 is also supplied to the main ECU 20.
[0039]
The characteristic of the driving force generated by the first motor 16 is substantially inversely proportional to the vehicle speed V, as indicated by the motor characteristic lines 200 and 202 in FIG. In consideration of heat generation, durability, power consumption, and the like of the first motor 16, the third clutch 46 is disconnected when the vehicle speed V is equal to or higher than the speed threshold value (first speed threshold value) V2.
[0040]
A speed threshold value (second speed threshold value) V1 that is slightly lower than the speed threshold value V2 is set, and a speed threshold value V0 (V0 <V1 <V2) that is slightly lower than the speed threshold value V1 and a speed threshold value V1 are set. When the time is between, the driving force of the first motor 16 is decreased from the motor characteristic line 202 based on the vehicle speed V. That is, the driving force line 204 is set so as to have a driving force smaller than the motor characteristic line 202. The driving force line 204 is set so as to coincide with the motor characteristic line 202 when the vehicle speed V is equal to the speed threshold value V0, and to be 0 when the vehicle speed V is equal to the speed threshold value V1. It gradually decreases from V0 toward the speed threshold value V1. The driving force of the first motor 16 is kept at 0 when the vehicle speed V is between the speed thresholds V1 and V2. Further, the driving force line 204 is smoothly connected to the motor characteristic line 200.
[0041]
In this way, by setting the driving force of the first motor 16 to the driving force indicated by the motor characteristic line 200 and the driving force line 204, there is no sudden change in the driving force when the third clutch 46 is disengaged, and the boarding No discomfort to the person.
[0042]
Next, the operation of the drive control apparatus 10 configured as described above will be described.
[0043]
First, the operation of processing performed by the main ECU 20 based on the first program recorded in the ROM will be described with reference to FIG. The first program and second to twelfth programs described later are recorded in the ROM, and are repeatedly executed by the CPU every predetermined minute time. The first to twelfth programs are executed after the vehicle speed V exceeds the speed threshold V2 and the third clutch 46 is disengaged, and are for controlling the timing at which the third clutch 46 is connected. Processes other than the above, for example, the process of disengaging the third clutch 46 are performed based on another program.
[0044]
As shown in FIG. 4, in the first step S1, detection values and data of each sensor connected to the main ECU 20 are read. Specifically, the vehicle speed sensors 50a to 50d, the accelerator sensor 108, the steering angle sensor 114, the acceleration sensor 115, the shift position switch 98, and other sensors, the detection values of the switches are read, the remaining power SOC, the first motor 16 Data such as the temperature Tm of the first PDU 22, the temperature Tp of the first PDU 22, and the temperature Tb of the battery 15 are read.
[0045]
Next, in step S2, the vehicle speed V is compared with the speed threshold value V2. When the vehicle speed V is smaller than the speed threshold value V2, the process proceeds to the next step S4. When the vehicle speed V is equal to or higher than the speed threshold value V2, the third clutch 46 is disconnected (step S3), and the current process is terminated. This is because the third clutch 46 is not connected to prevent the first motor 16 from overheating when the vehicle speed V is equal to or higher than the speed threshold V2.
[0046]
In step S4, the vehicle speed V is compared with the speed threshold value V1. When the vehicle speed V is higher than the speed threshold V1, the process proceeds to the next step S5. When the vehicle speed V is equal to or less than the speed threshold V1, the process proceeds to step S7.
[0047]
In step S5, the deceleration G2 is obtained from the data supplied from the acceleration sensor 115.
[0048]
Next, in step S6, when the deceleration G2 is larger than a predetermined specified value, the process proceeds to the next step S7. If the value is equal to or less than the specified value, the current process is terminated.
[0049]
In step S7, it is confirmed whether or not the third clutch 46 is disengaged. If it is disengaged, the process proceeds to the next step S8. If it is connected, the current process is terminated.
[0050]
In step S8, the first motor 16 is rotated to adjust the rotational speed with the drive shaft 47. That is, since the drive shaft 47 is rotated by the rear wheels 27a and 27b, the first motor 16 is rotated in order to reduce drag loss when the third clutch 46 is connected. Specifically, the difference in rotational speed between the first motor 16 and the drive shaft 47 is set to a sufficiently small value.
[0051]
Next, in step S <b> 9, a command to connect the third clutch 46 is supplied to the clutch driver 64. As a result, the clutch driver 64 connects the third clutch 46 and confirms that it is connected by the clutch switch 68.
[0052]
At this time, since V1 <V <V2 and the driving force of the first motor 16 is “0” (see FIG. 3), there is no change in the driving force even when the third clutch 46 is connected. There is no sense of incongruity to the passengers. In addition, since the driving force transmitted by the third clutch 46 is “0” and the rotational speeds of the first motor 16 and the drive shaft 47 are substantially the same, there is almost no slippage at the time of connection. The durability of the three clutch 46 is improved.
[0053]
Even when the vehicle speed V is greater than the speed threshold value V1, the third clutch 46 is engaged when the deceleration G2 is relatively large. Therefore, when the vehicle speed V subsequently falls below the speed threshold value V1, the first motor 16 is immediately activated. It is possible to regenerate or generate a driving force. Further, when the deceleration G2 is small, the third clutch 46 is not connected until the vehicle speed V becomes equal to or less than the speed threshold value V1, so that the speed region and time for rotating the first motor 16 with the driving force being “0” are small and consumed. The current can be suppressed and the durability of the first motor 16 can be improved.
[0054]
Next, the operation of processing performed by the main ECU 20 based on the second program recorded in the ROM will be described with reference to FIG. Steps S101 to S104 in FIG. 5 are the same processes as steps S1 to S4, steps S106 to S109 are the same processes as steps S6 to S9, and step S105 (deceleration detection unit) is different.
[0055]
In step S105, the vehicle speed at the time of the previous process is set to V₀And change in vehicle speed to V₀-V is obtained, and the deceleration G2 is obtained from the elapsed time from the previous processing. Accordingly, the deceleration G2 can be obtained by the vehicle speed sensors 50a to 50d, and the acceleration sensor 115 can be omitted.
[0056]
Next, in step S106, when the deceleration G2 is larger than a predetermined specified value, the process proceeds to the next step S107, and after confirming the disconnection of the third clutch 46, the rotation of the first motor 16 is adjusted (step S108). Then, the third clutch 46 is connected (step S109). When the deceleration G2 is equal to or less than the specified value, the current process is terminated.
[0057]
Next, the operation of processing performed by the main ECU 20 based on the third program recorded in the ROM will be described with reference to FIG. Steps S201 to S204 in FIG. 6 are the same processes as steps S1 to S4, steps S206 to S208 are the same processes as steps S7 to S9, and only step S205 is different.
[0058]
In step S205, the state of the shift position switch 98 is confirmed, and it is confirmed whether or not a shift down operation has been performed. When the downshift operation is performed, the process proceeds to the next step S206, and when there is no shift operation or when the upshift operation is performed, the current process is terminated.
[0059]
Since step S205 is executed when V1 <V <V2, it can be determined that the driver intends to decelerate when the downshift operation is performed. It is clear that it actually slows down. Therefore, by connecting the third clutch 46 in advance before the vehicle speed V becomes the speed threshold value V1 or less, when the vehicle speed V becomes the speed threshold value V1 or less, regeneration is immediately performed by the first motor 16 or driving force. Can be generated. Here, the shift-down operation may be an operation in either a manual or automatic transmission.
[0060]
Further, the deceleration may be determined by detecting that the brake pedal has been depressed by the state of the brake switch 112 (see FIG. 2).
[0061]
Next, the operation of processing performed by the main ECU 20 based on the fourth program recorded in the ROM will be described with reference to FIG. Steps S301 to S305 in FIG. 7 are the same processes as steps S1 to S5, and steps S313 and S314 are the same processes as steps S8 and S9.
[0062]
After the process of step S305, the value of the deceleration G2 is confirmed in step S306. When the deceleration G2 is a positive value, the process proceeds to the next step S307, and when the deceleration G2 is “0” or a negative value. If there is, the current process is terminated. When the deceleration G2 is a negative value, it means that the vehicle is accelerating and the acceleration G1 is a positive value.
[0063]
Next, in step S307, it is confirmed that the third clutch 46 is disengaged in the same manner as in step S7, and then the process proceeds to next step S308. When the third clutch 46 is connected, the current process is terminated.
[0064]
In step S308, the value of the timer counter (timer function unit) I is confirmed. When the timer counter I is “0”, “1” is substituted (step S309), and the current process is terminated. When the timer counter I is other than “0”, the process proceeds to the next step S310. The timer counter I is set to “0” in the initial state.
[0065]
In step S310, the timer counter I is counted up as I ← I + 1, and the process proceeds to the next step S311.
[0066]
In step S311, the clutch-off time map 206 shown in FIG. 8 is searched. The clutch-off time map 206 is a map that records a time threshold value C0 for engaging the third clutch 46, and is searched using the vehicle speed V and the deceleration G2 as parameters. The time threshold value C0 increases as the vehicle speed V increases, and is set smaller as the deceleration G2 increases. Therefore, for example, as the deceleration G2 is larger and the vehicle speed V is closer to the speed threshold V1, the time threshold C0 becomes smaller and the time until the third clutch 46 is engaged is shorter. Further, as the deceleration G2 is smaller and the vehicle speed V is closer to the speed threshold value V2, the time threshold value C0 increases, and the time until the third clutch 46 is engaged is longer.
[0067]
After the process of step S314, the timer counter I is initialized to “0” (step S315), and the current process ends.
[0068]
In step S304, when the vehicle speed V exceeds the speed threshold value V1, it is confirmed whether or not the third clutch 46 is disengaged (step S316), and when it is disengaged, the process proceeds to step S313. If it is connected, the current process is terminated.
[0069]
According to the clutch-off time map 206 and the fourth program, the time threshold value C0 decreases when the deceleration G2 is large even if the vehicle speed V is the same, and the third clutch 46 is connected earlier, so that the feed-forward effect is obtained. can get. Thus, the third clutch 46 can be reliably connected before the vehicle speed V falls below the speed threshold value V1.
[0070]
Further, when the vehicle is suddenly decelerated, the time threshold value C0 becomes a very small value, and at that time, the value falls below the timer counter I, and the third clutch 46 can be immediately connected.
[0071]
The clutch-off time map 206, a steering angle / right / left wheel difference map 208, and a vehicle speed / steering angle map 210, which will be described later, may be replaced with equations based on predetermined parameters, and values corresponding to the map values may be calculated. .
[0072]
FIG. 9 shows a process performed by the main ECU 20 based on the fifth program recorded in the ROM. Steps S401 to S404 in FIG. 9 are the same processes as steps S301 to S304, and steps S406 to S416 are the same processes as steps S306 to S316. In step S405, the current vehicle speed V and the previous vehicle speed V are the same as in step S105.₀To determine the deceleration G2. According to the fifth program, the same effect as that of the fourth program can be obtained, and the acceleration sensor 115 can be omitted.
[0073]
Next, the operation of processing performed by the main ECU 20 based on the sixth program recorded in the ROM will be described with reference to FIG. Steps S501 to S507 in FIG. 10 are the same as steps S301 to S307, and steps S513 to S517 are the same as steps S312 to S316. Steps S509, S510, S511, and S512 are the same processes as steps S308, S309, S311, and S310, respectively. That is, in the sixth program, step S508 is added to the fifth program, and in step S511, which is a process for searching the clutch-off time map 206 (see FIG. 8), the timer counter I is “0”. The difference is that only the first time is searched.
[0074]
After the process of step S507, in step S508, the deceleration G2 is compared with a predetermined specified value. If the deceleration G2 is smaller than the specified value, the process proceeds to step S509, and if it is greater than the specified value, the process proceeds to step S517.
[0075]
In step S509, the value of the timer counter I is confirmed. When the timer counter I is “0”, “1” is substituted (step S510), and then the clutch off time map 206 is searched to determine the time threshold value C0. (Step S511). When the timer counter I is other than “0” in step S509, the timer counter I is counted up as I ← I + 1 (step S512), and then the timer counter I is compared with the time threshold value C0 (step S513). It is determined whether or not the third clutch 46 is connected.
[0076]
Thus, in the sixth program, the clutch-off time map 206 acts in step S513 during slow deceleration, and when the deceleration G2 is greater than or equal to the specified value during rapid deceleration, the value of the timer counter I is set by the processing in step S508. Regardless, the third clutch 46 is connected through the processing of step S517. Therefore, the third clutch 46 can be connected at an appropriate timing in both cases of slow deceleration and sudden deceleration. Further, since the clutch-off time map 206 is searched only for the first time at the start of deceleration, the subsequent processing time of the main ECU 20 is short. When the deceleration G2 is large, the third clutch 46 is connected regardless of the time threshold value C0 by the process of step S508. Therefore, the third clutch 46 is connected before the vehicle speed V falls below the speed threshold value V1. It will be.
[0077]
FIG. 11 shows a process performed by the main ECU 20 based on the seventh program recorded in the ROM. Steps S601 to S604 in FIG. 11 are the same processes as steps S501 to S504, and steps S606 to S617 are the same processes as steps S506 to S517. Step S605 is the same process as step S105 described above, and the current vehicle speed V and the previous vehicle speed V₀From this, the deceleration G2 is obtained. As a result, the acceleration sensor 115 can be omitted.
[0078]
FIG. 12 shows a process performed by the main ECU 20 based on the eighth program recorded in the ROM. Steps S701 to S704 in FIG. 12 are the same processes as steps S1 to S4, respectively, and steps S707 and S708 are the same processes as steps S8 and S9.
[0079]
After the process of step S704, in step S705 (slip determination unit), it is confirmed whether or not the hybrid vehicle 12 has generated a front-rear slip. When the front / rear slip has occurred, the process proceeds to step S706.
[0080]
In step S706, it is confirmed that the third clutch 46 is disengaged as in step S7, and then the process proceeds to next step S707. When the third clutch 46 is connected, the current process is terminated.
[0081]
Thereafter, the rotation of the first motor 16 is performed (step S707), and the third clutch 46 is connected (step S708).
[0082]
The determination of the occurrence of front / rear slip is performed by, for example, determining the wheel speed calculated from the vehicle speed sensors 50a and 50b that detect the wheel speed of the front wheels 26a and 26b as_frontAnd the wheel speed calculated from the vehicle speed sensors 50c and 50d for detecting the wheel speeds of the rear wheels 27a and 27b is V_rearWheel speed V_frontAnd wheel speed V_rearJudgment may be made based on the absolute value of the difference. Wheel speed V_frontAnd wheel speed V_rearWhen the absolute value of the difference between the front wheels 26a and 26b and the rear wheels 27a and 27b is different from each other when the absolute value of the difference between the two is higher than a predetermined specified value, either one of them is slipping or there is a possibility of slipping. It can be judged that it is expensive.
[0083]
FIG. 13 shows a process performed by the main ECU 20 based on the ninth program recorded in the ROM. Steps S801 to S804 in FIG. 13 are the same as steps S701 to S704, and steps S806 to S808 are the same as steps S706 to S708.
[0084]
After the process of step S804, in step S805 (slip determination unit), it is confirmed whether or not the hybrid vehicle 12 has generated a left / right slip. When the left / right slip is generated, the process proceeds to step S806, and after the rotation of the first motor 16 is adjusted, the third clutch 46 is connected (step S807).
[0085]
The determination of the occurrence of left-right slip is made by, for example, determining the wheel speed calculated from the vehicle speed sensors 50a and 50c that detect the wheel speeds of the front wheel 26a and the rear wheel 27a that are the left wheels._leftAnd the wheel speed calculated from the vehicle speed sensors 50b and 50d for detecting the wheel speeds of the front wheel 26b and the rear wheel 27b, which are the right wheels, is V._rightWheel speed V_leftAnd wheel speed V_rightIt may be determined by the absolute value of the difference between the left and right wheels, which is the difference between When the absolute value of the difference between the left and right wheels is equal to or greater than a predetermined specified value, the rotational speeds of the left and right wheels are different. Therefore, it can be determined that one of them is slipping or the possibility of slipping is high. .
[0086]
Next, the operation of processing performed by the main ECU 20 based on the tenth program recorded in the ROM will be described with reference to FIGS. 14 and 15. Steps S901 to S904 in FIG. 14 are the same as steps S701 to S704, and steps S907 to S909 are the same as steps S706 to S708.
[0087]
After the process of step S904, in step S905, the steering angle / left / right wheel difference map 208 shown in FIG. 15 is searched. The steering angle / left / right wheel difference map 208 is a map in which an index of the possibility of occurrence of turning slip is recorded as a map value A, and is searched using the steering angle θ and the left / right wheel difference as parameters. What is necessary is just to obtain | require a right-and-left wheel difference similarly to said step S805.
[0088]
The map value A indicating the index of the possibility of the occurrence of turning slip is set larger as the steering angle θ and the left / right wheel difference increase. The map value A may be obtained by calculation, analysis, experiment, or the like.
[0089]
Next, in step S906 (slip determination unit), the map value A is compared with a predetermined specified value. When the map value A is larger than the specified value, a slip has occurred or a possibility that a slip will occur is high. It can be judged. In this case, the process proceeds to the next step S907.
[0090]
As described above, according to the eighth to tenth prorams, when the front / rear slip, the left / right slip, or the turning slip is generated, the third clutch 46 is connected to immediately shift to the four-wheel drive travel. Therefore, it is possible to prevent the wheel from idling (so-called stack) or to make the ABS (Antiskid Brake System) function more effectively.
[0091]
Next, the operation of processing performed by the main ECU 20 based on the eleventh program recorded in the ROM will be described with reference to FIGS. 16 and 17. Steps S1001 to S1004 in FIG. 16 are the same as steps S701 to S704, and steps S1007 to S1009 are the same as steps S706 to S708.
[0092]
After step S1004, in step S1005, a vehicle speed / steering angle map 210 shown in FIG. 17 is searched. The vehicle speed / steering angle map 210 is a map in which an index of the possibility of disturbance of vehicle body behavior is recorded as a map value B, and is searched using the vehicle speed V and the steering angle θ as parameters. For example, a detection value by a lateral acceleration sensor may be added to the vehicle speed / steering angle map 210 as a parameter.
[0093]
Disturbances in vehicle body behavior include, for example, a front-wheel drive two-wheel drive state in which the front wheels 26a and 26b have a large turning angle with respect to the turning direction, and the vehicle is involved in an oversteer phenomenon or the driving force of the front wheels 26a and 26b. For example, an understeer phenomenon in which the front wheels 26a and 26b lose gripping force with respect to the turning angle and the running line bulges outward can be cited.
[0094]
A map value B indicating an index of the possibility of disturbance of vehicle body behavior is set so that the value increases as the vehicle speed V increases and the steering angle θ increases. The map value B may be obtained by calculation, analysis, experiment, or the like.
[0095]
Next, in step S1006 (slip determination unit), the map value B is compared with a predetermined specified value, and if the map value B is larger than the specified value, a slip has occurred or a possibility that a slip will occur is high. Judgment can be made. In this case, the process proceeds to the next step S1007.
[0096]
As described above, the slip of the front wheels 26a and 26b and the rear wheels 27a and 27b is determined based on the vehicle speed / steering angle map 210, and the third clutch 46 is actually connected before the vehicle body behavior is disturbed. When the disturbance of the vehicle body behavior occurs, the predetermined vehicle body behavior stabilization control can be performed immediately. Examples of the vehicle body behavior stabilization control include VSA (Vehicle Stability Assist) and TCS (Traction Control System). Although details are omitted, according to these VSA and TCS, the driving force or braking force can be individually controlled for the front wheels 26a, 26b and the rear wheels 27a, 27b to stabilize the behavior of the vehicle body. .
[0097]
FIG. 18 shows a process performed by the main ECU 20 based on the twelfth program recorded in the ROM. Steps S1101 to S1104 in FIG. 18 are the same as steps S701 to S704, and steps S1106 to S1108 are the same as steps S706 to S708.
[0098]
After step S1104, in step S1105 (slip determination unit), the steering angle θ is compared with a predetermined specified value. When the steering angle θ is larger than the specified value, it can be determined that slip has occurred or that there is a high possibility that slip will occur. In this case, the process proceeds to the next step S1106.
[0099]
Thus, when the steering angle θ is larger than the specified value, the vehicle body behavior stabilization control can be performed immediately by connecting the third clutch 46. Further, since the vehicle speed / steering angle map 210 (see FIG. 17) and the like are not referred to, the processing is fast and simple.
[0100]
In the twelfth program, the vehicle speed V is not considered in step S1105 for determining the connection of the third clutch 46, but it is clear from the processing in steps S1102 and S1104 that V1 <V <V2. The specified value in step S1105 may be set based on the threshold value V1 and the speed threshold value V2.
[0101]
The first to twelfth programs have been described above, but the programs may be executed in combination. For example, the first program (refer to FIG. 4) and the eighth program (refer to FIG. 12) are executed in combination, and the third clutch 46 is connected in advance before the vehicle speed V falls below the speed threshold V1, and the front / rear slip is also performed. The third clutch 46 may be connected even when it wakes up.
[0102]
The drive control device for a hybrid vehicle according to the present invention is not limited to the above-described embodiment, and can of course adopt various configurations without departing from the gist of the present invention.
[0103]
【The invention's effect】
As described above, according to the hybrid vehicle drive control device of the present invention, when the clutch is engaged during deceleration, the region in which the motor is rotated with the drive force applied to the drive shaft being zero is appropriately determined. Thus, it is possible to achieve the effect of executing driving or regeneration by the motor. Thereby, the high-speed continuous operation area | region of a motor can be narrowed, heat_generation | fever and electric power consumption can be suppressed, and a fuel consumption deterioration can be prevented.
[0104]
Further, when the vehicle is traveling with the clutch disengaged, it is possible to achieve the effect of improving traveling stability by connecting the clutch when slipping occurs or when there is a high possibility of slipping.
[Brief description of the drawings]
FIG. 1 is a block diagram of a drive system portion of a hybrid vehicle.
FIG. 2 is a block diagram showing a drive control apparatus for a hybrid vehicle according to the present embodiment.
FIG. 3 is a graph showing the driving force of the motor with respect to the vehicle speed.
FIG. 4 is a flowchart showing a processing procedure of the drive control apparatus according to a first program.
FIG. 5 is a flowchart showing a processing procedure of the drive control apparatus according to a second program.
FIG. 6 is a flowchart showing a processing procedure of the drive control apparatus according to a third program.
FIG. 7 is a flowchart showing a processing procedure of the drive control apparatus according to a fourth program.
FIG. 8 is a diagram showing a clutch-off time map.
FIG. 9 is a flowchart showing a processing procedure of the drive control apparatus according to a fifth program.
FIG. 10 is a flowchart showing a processing procedure of the drive control apparatus according to a sixth program.
FIG. 11 is a flowchart showing a processing procedure of the drive control apparatus according to a seventh program.
FIG. 12 is a flowchart showing a processing procedure of the drive control apparatus according to an eighth program.
FIG. 13 is a flowchart showing a processing procedure of the drive control apparatus according to a ninth program;
FIG. 14 is a flowchart showing a processing procedure of the drive control apparatus according to a tenth program.
FIG. 15 is a diagram showing a steering angle / left / right wheel difference map;
FIG. 16 is a flowchart showing a processing procedure of the drive control apparatus according to an eleventh program.
FIG. 17 is a diagram showing a vehicle speed / steering angle map;
FIG. 18 is a flowchart showing a processing procedure of the drive control apparatus according to a twelfth program.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Drive control apparatus 12 ... Hybrid vehicle
14 ... Engine 15 ... Battery
16, 18 ... Motor 20 ... Main ECU
22, 24 ... PDU 26a, 26b ... front wheels
27a, 27b ... rear wheels 28, 47 ... drive shaft
34, 38, 46 ... Clutch 36 ... Pulley mechanism
50a, 50b, 50c, 50d ... vehicle speed sensor
52 ... Battery ECU 54 ... Front motor ECU
56 ... Rear motor ECU 58 ... DBW driver
60 ... Throttle ECU 62 ... Fuel injection ECU
64 ... Clutch driver 66 ... Continuously variable transmission ECU
70 ... Current sensor 72 ... Voltage sensor
74 ... Temperature sensors 75a, 75b ... Fan
108 ... Accelerator sensor 110 ... Throttle sensor
112 ... Brake switch 114 ... Rudder angle sensor
115: Acceleration sensor 116: Motor temperature sensor
118: PDU temperature sensor 200, 202: Motor characteristic line
204 ... Driving force line 206 ... Clutch-off time map
208 ... Rudder angle / left / right wheel difference map 210 ... Vehicle speed / steering angle map
AP ... Opening C0 ... Time threshold
G1 ... Acceleration G2 ... Deceleration
I ... Timer counter V ... Vehicle speed
V_front, V_rear, V_left, V_right... wheel speed
V0, V1, V2 ... Speed threshold value θ ... Steering angle

Claims (11)

A drive control device for a hybrid vehicle that travels by driving one of front wheels or rear wheels by an engine and driving the other by a motor,
A clutch for connecting or disconnecting the motor and the drive shaft;
A speed detector for detecting a vehicle speed of the hybrid vehicle;
A deceleration detector for detecting the deceleration of the hybrid vehicle;
A clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing;
Have
The clutch control unit disengages the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold, while the deceleration is greater than a predetermined deceleration threshold in a state where the clutch is disengaged. The clutch is connected on the condition that the
When the clutch is engaged, the driving force of the motor is set to 0 between the second speed threshold value and the first speed threshold value, which are smaller than the first speed threshold value. A drive control device for a hybrid vehicle. A drive control device for a hybrid vehicle that travels by driving one of front wheels or rear wheels by an engine and driving the other by a motor,
A clutch for connecting or disconnecting the motor and the drive shaft;
A speed detector for detecting a vehicle speed of the hybrid vehicle;
A clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing;
A shift operation detector for detecting a shift operation of the transmission;
Have
The clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold, while the shift operation detection unit performs a shift down operation in a state where the clutch is disconnected. The clutch is connected on the condition that has been detected ,
When the clutch is engaged, the driving force of the motor is set to 0 between the second speed threshold value and the first speed threshold value, which are smaller than the first speed threshold value. A drive control device for a hybrid vehicle. A drive control device for a hybrid vehicle that travels by driving one of front wheels or rear wheels by an engine and driving the other by a motor,
A clutch for connecting or disconnecting the motor and the drive shaft;
A speed detector for detecting a vehicle speed of the hybrid vehicle;
A deceleration detector for detecting the deceleration of the hybrid vehicle;
A clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing;
Timer function part;
Have
The clutch control unit disengages the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold,
The timer function unit starts timing when the speed detection unit detects deceleration of the hybrid vehicle in a state where the clutch is disengaged,
While the hybrid vehicle is decelerating, the clutch engagement time is updated based on the vehicle speed and / or the deceleration,
A drive control apparatus for a hybrid vehicle, wherein the clutch is connected on condition that a time measured by the timer function unit has reached the connection time. A drive control device for a hybrid vehicle that travels by driving one of front wheels or rear wheels by an engine and driving the other by a motor,
A clutch for connecting or disconnecting the motor and the drive shaft;
A speed detector for detecting a vehicle speed of the hybrid vehicle;
A deceleration detector for detecting the deceleration of the hybrid vehicle;
A clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing;
Timer function part;
Have
The clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold, and based on the vehicle speed and / or the deceleration while the clutch is disconnected. To set the clutch connection time,
The timer function unit starts timing when the deceleration is equal to or greater than a specified value,
A drive control apparatus for a hybrid vehicle, wherein the clutch is connected on condition that a time measured by the timer function unit reaches the connection time or the deceleration is equal to or greater than the specified value. In the hybrid vehicle drive control device according to claim 3 or 4 ,
When the clutch is engaged, the driving force of the motor is set to 0 between the second speed threshold value and the first speed threshold value, which are smaller than the first speed threshold value. A drive control device for a hybrid vehicle. A drive control device for a hybrid vehicle that travels by driving one of front wheels or rear wheels by an engine and driving the other by a motor,
A clutch for connecting or disconnecting the motor and the drive shaft;
A speed detector for detecting a vehicle speed of the hybrid vehicle;
A clutch control unit for determining a timing for connecting or disconnecting the clutch, and operating the clutch based on the timing;
A slip determination unit for determining whether a wheel slip or a possibility of a slip is high;
Have
The clutch control unit disconnects the clutch on the condition that the vehicle speed exceeds a predetermined first speed threshold value, and allows slip or slip by the slip determination unit in a state where the clutch is disconnected. The clutch is connected based on the determination that the
When the clutch is engaged, the driving force of the motor is set to 0 between the second speed threshold value and the first speed threshold value, which are smaller than the first speed threshold value. A drive control device for a hybrid vehicle. In the hybrid vehicle drive control device according to any one of claims 1 , 2, 5, and 6 ,
The clutch control unit in a state where the clutch is disconnected, when the vehicle speed falls below the second velocity threshold, the drive control apparatus for a hybrid vehicle, characterized by connecting the clutch. In the hybrid vehicle drive control device according to claim 6 ,
The drive control apparatus for a hybrid vehicle, wherein the slip determination unit makes a determination based on a difference between a wheel speed of the front wheel and a wheel speed of the rear wheel. In the hybrid vehicle drive control device according to claim 6 ,
The drive control apparatus for a hybrid vehicle, wherein the slip determination unit makes a determination based on a difference in lateral speed between the front wheels and / or the rear wheels. In the hybrid vehicle drive control device according to claim 6 ,
A steering angle detector for detecting the steering angle of the steering wheel;
The hybrid vehicle drive control device, wherein the slip determination unit makes a determination based on the vehicle speed and the steering angle. In the hybrid vehicle drive control device according to claim 6 ,
A steering angle detector for detecting the steering angle of the steering wheel;
The drive control device for a hybrid vehicle, wherein the slip determination unit makes a determination based on a difference between right and left speeds of the front wheels and / or the rear wheels and the steering angle.

Images