JP4081763B2 - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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JP4081763B2
JP4081763B2 JP2003414934A JP2003414934A JP4081763B2 JP 4081763 B2 JP4081763 B2 JP 4081763B2 JP 2003414934 A JP2003414934 A JP 2003414934A JP 2003414934 A JP2003414934 A JP 2003414934A JP 4081763 B2 JP4081763 B2 JP 4081763B2
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control
speed
slip
regenerative
engine
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JP2005176541A (en
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芳輝 伊藤
達治 森
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スズキ株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • 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
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Description

  The present invention relates to a control device for a hybrid vehicle that regenerates kinetic energy of a vehicle by operating the motor as a generator during deceleration by an electric motor connected to an engine crankshaft, and more particularly, with a torque converter having a lockup mechanism. The present invention relates to a hybrid vehicle control device that controls regenerative torque in a system combined with an automatic transmission.

  There is a so-called hybrid vehicle in which an engine and a motor generator are mounted as power sources. The hybrid vehicle is provided with a motor generator having a drive and assist function directly connected to an engine mounted thereon, and the hybrid vehicle controls the drive and assist states of the motor generator based on the operation state of the hybrid vehicle and the operation state of the engine. There is a control device.

  Conventionally, for the purpose of improving fuel efficiency, a hybrid vehicle control device including a motor generator (also referred to as a “motor”) in addition to the engine has been proposed, and the motor is operated as a generator to recover electric energy. ing. For example, a vehicle as described in Patent Document 1 described below is known.

  In this Patent Document 1, the amount of regenerative power generated by the motor is determined based on the engine speed, and the amount of regenerated power decreases as the engine speed decreases. It is also described as “.”. With this configuration, when the fuel supply is resumed by the fuel supply amount control means, the engine return torque is not impaired by the regenerative braking torque, and the engine stall can be reliably prevented, and the engine stops against the driver's will. This makes it possible to eliminate the concern of driving and to ensure driving comfort.

  Further, since the power generation amount gradually approaches 0 as the engine rotation speed approaches the return rotation speed from a predetermined threshold value, when the fuel supply is restarted by the fuel supply amount control means, By stopping the deceleration regeneration, it is possible to avoid an unexpected shock in the traveling direction from acting on the occupant, thereby making it possible to realize a good running feeling.

  Furthermore, in Patent Document 2 to be described later, as the speed reduction ratio is larger, the increase speed and the decrease speed of the regenerative braking torque are controlled to be smaller so as to prevent a shock when applying and releasing the regeneration.

  Furthermore, in Patent Document 3 to be described later, the regenerative torque, the engagement / release of the lockup clutch, and the gear ratio are controlled so that the regenerative braking efficiency becomes the maximum value.

  Further, in Patent Document 4 to be described later, when the amount of change in the engine rotational speed becomes large during deceleration regeneration, regenerative power generation is stopped to avoid engine stall.

Japanese Patent No. 3350465 JP 2000-125405 A JP 2000-170903 A JP 2001-112105 A

  By the way, in the vehicle having a torque converter with a lock-up clutch as in Patent Document 3 described above, in order to improve the fuel consumption by maintaining a long fuel cut state, not only to increase the regeneration amount, Up or slip lock-up is required.

  However, if the regenerative torque is increased too much in order to increase the regenerative amount, the slip amount of the lock-up clutch increases and the lock-up is disengaged.

  That is, in the deceleration state where the engine is rotationally driven by the drive wheels, once the lockup is released, it is impossible to lock up again due to the mechanism. As a result, the engine rotational speed decreases and the fuel cut must be restored early, so that the fuel consumption increases and the regenerative amount also decreases due to the decrease in the rotational speed. is there.

  If the regenerative torque is made small so that the lockup does not come off, the fuel cut can be maintained, but if the regenerative torque is set in consideration of the safety factor that ensures that the lockup does not come off, it is sufficient. There is an inconvenience that the amount of regeneration cannot be obtained.

  No mention is made of any solution for the above-mentioned inconvenience, and a solution has been desired.

Accordingly, in order to eliminate the inconvenience described above, the present invention provides a control device for a hybrid vehicle including an engine, a motor generator capable of assisting the engine, and an automatic transmission with a torque converter having a lockup mechanism. A regenerative power source that controls a regenerative power generation amount regenerated by the motor generator, and includes a lockup control unit that operates the lockup mechanism and a slip control unit that performs slip control of the lockup mechanism. Power generation control means, first speed calculation means for calculating a difference between the turbine rotation speed and the engine rotation speed, and in the region where the lockup control or the slip control is performed, When performing, it responds to the first speed calculated by the first speed calculating means. Te, a correction means for correcting the regenerative torque, said correcting means, as the value of the first speed is high, characterized in that it is set to the regenerative torque is reduced.

  As described above in detail, according to the present invention, at the time of deceleration, the regenerative torque is corrected according to the value of the first speed, so that the lock-up and slip region time is lengthened and the regenerative amount is increased. It is possible to achieve both conflicting controls, increase the amount of regenerative power generation, and reduce the fuel consumption.

  By inventing as described above, at the time of deceleration, by correcting the regenerative torque according to the value of the first speed, the conflicting control of increasing the regenerative amount by increasing the lock-up and slip region time. It is compatible, increasing the amount of regenerative power generation and reducing the fuel consumption.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

  1 to 8 show an embodiment of the present invention. In FIG. 3, 2 is an engine mounted on a hybrid vehicle (not shown), for example.

  A motor generator (also referred to simply as “motor”) 4 is directly connected to an engine 2 mounted on a hybrid vehicle (not shown), and a lockup mechanism (not shown) is provided on the motor generator 4. An automatic transmission 8 having a torque converter 6 having a direct connection is provided.

  As shown in FIG. 8, this lockup mechanism has a slip region and a lockup region according to a lockup diagram composed of a vehicle speed and a throttle opening.

  At this time, the motor generator 4 has a motor function capable of driving the engine 2 and assisting the engine 2 during traveling, and a power generation function.

  The automatic transmission 8 is a transmission that can be changed by hydraulic control.

  Further, a differential 10 is provided in the automatic transmission 8, and the differential 10 is provided in communication with the drive wheel 14 via the axle 12.

  A battery 18 is connected to the motor generator 4 via an inverter 16, and an injector 20 is provided in the engine 2.

  Further, the inverter 16 and the injector 20 are provided connected to the control means 22, and on the input side of the control means 22, a vehicle speed sensor 24 for detecting the vehicle speed, an engine rotation sensor 26 for detecting the engine speed, and the torque Turbine rotation sensor 28 that detects the rotational speed of a turbine (not shown) of converter 6, throttle sensor 30 that detects the throttle opening, brake switch 32 that detects the depression state of a brake pedal (not shown), and shift lever (not shown). ) And various switch groups such as a shift position switch 34 for detecting the shift position are connected and provided.

  Furthermore, on the output side of the control means 22, a lockup solenoid (also referred to as “lockup SOL”) 36 and a shift solenoid (also referred to as “shift SOL”) 38 constituting a part of the lockup mechanism. , ISC valve (also referred to as “idle speed control valve”) 40 is connected.

  The control means 22 includes a lock-up control means 42 for operating the lock-up mechanism and a slip control means 44 for slip-controlling the lock-up mechanism in the set operation region, and the motor generator 4 Regenerative power generation control means 46 for controlling the amount of regenerative power generated by regenerative power, and first speed calculation means 48 for calculating the difference between the turbine rotational speed and the engine rotational speed. When regenerative power generation is performed by the regenerative power generation control unit 46 in a region to be performed, the correction unit 50 corrects the regenerative torque according to the first speed calculated by the first speed calculation unit 48. To do.

  More specifically, in a hybrid vehicle including the engine 2, the motor generator 4 capable of driving and assisting the engine 2, and an automatic transmission 8 with a torque converter 6 having a lock-up mechanism, the vehicle is locked up or slipped. When the regenerative power generation is performed by the motor generator 4, the regenerative torque depends on at least the slip rotation speed of the lock-up clutch (not shown) (input / output rotation difference of the torque converter 6: turbine rotation speed-engine rotation speed). To correct.

  Further, the correction means 50 is set to perform correction so that the regenerative torque becomes smaller as the value of the first speed is larger, that is, as the slip rotation speed of the lockup clutch is larger.

  Further, the correction means 50 is set so that the correction amount increases as the first speed becomes higher than at least the target slip rotation speed of the slip control means 44.

  That is, when the slip rotation speed of the lock-up clutch is equal to or less than a value in the vicinity of the region where it is easy to control the slip rotation speed to be close to the target slip rotation speed of the slip control, no correction is performed or the If the slip rotation speed of the lock-up clutch exceeds a value in the vicinity of the region where it is easy to control the slip rotation speed to be close to the target slip rotation speed of the slip control, the slip rotation speed increases. Accordingly, correction is made so that the rotational torque gradually decreases.

  As shown in the time chart when the accelerator is turned off and the vehicle is decelerating, the lock-up clutch is controlled by slip control, and feedback control is performed so that the slip rotation speed approaches the target slip rotation speed that is a predetermined target value. is doing.

If the slip rotation speed increases due to disturbance in such a state, as shown in FIG. 5, conventionally, the amount of regenerative power generation decreases only as the engine rotation speed decreases. In this case, the slip rotation speed increases and the slip rotation speed region that cannot be restored to the engaged state is reached, and the lockup is released.

  On the other hand, in the case of the present plan, when the slip speed increases, the regenerative torque is corrected to be reduced, and when the slip rotation speed increases, the regenerative torque can be reduced as compared with the conventional case. The increase in speed can be prevented and the slip lock-up state can be continued.

  In addition, as shown in FIG. 6, the table data for calculating the basic rotational torque is set so that the regenerative torque is decreased as the rotation decreases on the low rotation side, and the regenerative torque is determined depending on the presence or absence of fuel cut control. I am trying to change it.

  As shown in FIG. 7, the table data for calculating the correction coefficient based on the slip rotation speed has good controllability when the slip rotation speed is feedback-controlled to the target slip rotation speed, which is the target value, and is controlled to the target slip rotation speed. However, when the slip rotation speed increases, the controllability deteriorates, and when the slip rotation speed exceeds a predetermined slip rotation speed, the slip rotation speed cannot be reduced again.

  At this time, in a region where the controllability is good and the control to the target slip rotation speed is easy, it is easy to bring the slip rotation speed close to the target slip rotation speed that is the target value without any correction. Is set to 1.0 and the regenerative torque is not corrected.

  In addition, when the slip rotation speed increases to a region where it is difficult to control the slip rotation speed, it is difficult to prevent the slip rotation speed from increasing only by the feedback control of the lockup clutch engagement force, so the slip rotation speed increases. The correction coefficient is set so that the regenerative torque is decreased so as to prevent the slip rotation speed from increasing.

  The control flow of the control means 22 will be described with reference to FIG.

  First, a basic regenerative torque calculation step A is performed based on the engine rotation speed from the engine rotation sensor 26 on the input side of the torque converter 6 and the throttle opening degree from the throttle sensor 30. This basic regenerative torque calculation step A is performed using a basic regenerative torque calculation table shown in FIG.

  Further, the engine speed from the engine speed sensor 26 on the input side of the torque converter 6 and the turbine speed from the turbine speed sensor 28 on the output side of the torque converter 6, that is, by the first speed calculation means 48. A slip rotation speed calculation step B is performed based on the difference between the calculated turbine rotation speed and the engine rotation speed.

  Further, a correction coefficient calculation step C for calculating a correction coefficient from the slip rotation speed calculated in the slip rotation speed calculation process B is performed using the correction coefficient calculation table shown in FIG.

  Then, after the basic regenerative torque calculating step A and the correction coefficient calculating step C, the calculated basic regenerative torque is corrected by the correction coefficient to calculate regenerative torque D, and a torque command value to the inverter 16 is calculated.

  Next, the operation will be described along the control flowchart of the hybrid vehicle control device of FIG.

  When the control program of the control device for the hybrid vehicle starts (102), signals from various sensor groups such as the engine rotation sensor 26 and various switch groups such as the brake switch 32 are taken in (104).

  Then, a determination (106) is made as to whether or not the throttle opening from the throttle sensor 30 is less than a fuel cut determination threshold (threshold value). If this determination (106) is YES, the engine speed is determined. The process proceeds to determination (108) as to whether or not the engine speed from the sensor 26 exceeds the fuel cut determination threshold (threshold value). If this determination (108) is YES, the fuel cut control means 44 is turned on. A fuel cut is performed by (110).

  Further, it is determined whether or not the throttle opening is less than a fuel cut determination threshold (threshold value) (106) and whether or not the engine speed exceeds a fuel cut determination threshold (threshold value). When (108) is NO, the process proceeds to implementation of fuel supply (112).

  After execution of the fuel cut (110), the basic regenerative torque calculation table at the time of fuel cut is calculated using the basic regenerative torque calculation table shown in FIG. 6 (114), and the calculated basic regenerative torque at the time of fuel cut is used. Calculation of regenerative torque at the time of fuel cut is performed (116), and the control program returns to return (126).

  Further, after the above-described fuel supply execution (112), the basic regenerative torque calculation table at the time of fuel supply is calculated using the basic regenerative torque calculation table shown in FIG. 6 (118). The process proceeds to determination of whether or not (120).

  If this determination (120) is YES, the regenerative torque is set so as to gradually increase to the basic regenerative torque at the time of fuel supply (122), the process proceeds to the return (126) of the control program, and the determination (120 ) Is NO, the basic regenerative torque at the time of fuel supply is set to the regenerative torque (124), and the process proceeds to the return (126) of the control program.

  The hybrid vehicle control device of FIG. 1 will be described along a fuel cut regenerative torque calculation flowchart.

  When the fuel cut regenerative torque calculation (see processing 116 in FIG. 2) program of the hybrid vehicle control device starts (202), the basic regenerative torque at the time of fuel cut is calculated using the basic regenerative torque calculation table shown in FIG. Calculation is performed (204), and the process proceeds to determination (206) of whether lock-up or slip control is being performed.

  In this determination (206), when the determination (206) is NO, the calculated basic regenerative torque at the time of fuel cut is set as the regenerative torque (208), and the return ( 214).

  If the above judgment (206) is YES, the correction coefficient is calculated using the correction coefficient calculation table shown in FIG. 7 (210), and the calculated basic regenerative torque and correction coefficient at the time of fuel cut are calculated. To calculate the regenerative torque (212), and shift to the return (214) of the regenerative torque calculation program at the time of fuel cut.

  Thus, in the set operation region, the lockup control means 42 for operating the lockup mechanism and the slip control means 44 for slip control of the lockup mechanism are provided, and regenerative power generation is performed by the motor generator 4. In the region where the regenerative power generation control means 46 for controlling the regenerative power generation amount is provided, the first speed calculation means 48 for calculating the difference between the turbine rotational speed and the engine rotational speed is provided, and the lockup control or the slip control is performed. When regenerative power generation is performed by the regenerative power generation control means 46, a correction means 50 for correcting the regenerative torque according to the first speed calculated by the first speed calculation means 48 is provided. By correcting the regenerative torque according to the speed value, the lock-up and slip area time is lengthened, One regeneration amount can be made to balance conflicting control that often increases the regenerative power generation amount, and it is possible to reduce fuel consumption.

  Further, the correction means 50 is set to perform correction so that the regenerative torque becomes smaller as the value of the first speed is larger, that is, as the slip rotational speed of the lockup clutch is larger. Even if the regenerative torque in the slip region is set to a large value, the correction is made so that the regenerative torque becomes small so that the lock-up and slip region are not removed, so the fuel cut region can be maintained and the fuel consumption can be reduced. It is possible. In addition, when setting the regenerative torque before correction, it is not necessary to suppress the lockup and slip region to a relatively small amount so that the lockup and slip regions are not easily disengaged, so that the regenerative power generation amount can be increased.

  Further, the correction means 50 is set so that the correction amount increases as the first speed becomes larger than at least the target slip rotation speed of the slip control means 44, so that the value of the slip rotation speed becomes the target slip rotation speed. Since the correction amount is reduced in the region that can easily converge to this value, a sufficient regeneration amount can be secured, which is practically advantageous.

3 is a flowchart for calculating regenerative torque at the time of fuel cut of the control apparatus for a hybrid vehicle showing an embodiment of the present invention. It is a flowchart for control of the control apparatus of a hybrid vehicle. It is a schematic block diagram of the control apparatus of a hybrid vehicle. It is a control block diagram of a control means. The time chart of the control apparatus of a hybrid vehicle is shown, (a) is a time chart of engine speed, (b) is a time chart of torque, (c) is a time chart of fuel cut. It is a table for basic regenerative torque calculation. It is a correction coefficient calculation table. It is a lockup diagram.

Explanation of symbols

2 Engine 4 Motor generator (also simply called “motor”)
6 Torque converter 8 Automatic transmission 10 Differential 12 Axle 14 Drive wheel 16 Inverter 18 Battery 20 Injector 22 Control means 24 Vehicle speed sensor 26 Engine rotation sensor 28 Turbine rotation sensor 30 Throttle sensor 32 Brake switch 34 Shift position switch 36 Lock-up solenoid ( (Also described as “lock-up SOL”)
38 shift solenoid (also referred to as “shift SOL”)
40 ISC valve (also called “idle speed control valve”)
42 Lock-up control means 44 Slip control means 46 Regenerative power generation control means 48 First speed calculation means 50 Correction means

Claims (1)

  1. A control device for a hybrid vehicle comprising an engine, a motor-generator capable of assisting the engine, and an automatic transmission with a torque converter having a lock-up mechanism, wherein the lock for operating the lock-up mechanism in a set operation region An up control means, and a slip control means for controlling the slip-up of the lockup mechanism, and a regenerative power generation control means for controlling a regenerative power generation amount regenerated by the motor generator. A first speed calculating means for calculating the difference between the first speed calculating means and the regenerative power generation control means in the region where the lockup control or the slip control is performed. that in response to the first speed, a correction means for correcting the regenerative torque, the complement Means the larger the first speed value, the control apparatus for a hybrid vehicle characterized in that it is set to the regenerative torque is reduced.
JP2003414934A 2003-12-12 2003-12-12 Control device for hybrid vehicle Active JP4081763B2 (en)

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JP5821285B2 (en) * 2011-05-30 2015-11-24 日産自動車株式会社 Engine stop control device for hybrid vehicle
KR101755857B1 (en) 2015-10-08 2017-07-20 현대자동차주식회사 Control method of dual clutch transmission for hybrid electric vehicle and control system for the same

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