JP4250600B2 - Power switching control device - Google Patents

Description

  The present invention relates to a power switching control device that switches driving power of an engine and a motor in accordance with a traveling state in a hybrid vehicle that travels by generating traveling driving force by an engine and a motor and transmitting it to driving wheels.

  Recently, hybrid vehicles that combine an engine that is an internal combustion engine and a motor to generate power and transmit it to the drive wheels have been developed and put into practical use, realizing a reduction in fuel consumption and emissions. Yes.

  The hybrid vehicle has a driving mode such as an engine driving mode by driving the engine alone, a motor driving mode by driving the motor alone, and a hybrid mode in which the motor driving assists the engine driving. The vehicle travels while automatically switching the travel mode according to the situation.

  In the hybrid vehicle described in Patent Document 1, a clutch is provided between the engine and the motor, and the driving mode is switched by connecting or disconnecting the clutch. That is, in the motor travel mode, the clutch is disengaged, the motor is driven under the action of the controller, and power is transmitted to the drive wheels via a transmission or the like. On the other hand, in the engine travel mode, the engine is driven by connecting the clutch and driving the engine to transmit the driving force of the engine to the drive wheels.

  By the way, when switching from the motor travel mode to the engine travel mode, if the driving force and the rotational speed of the motor and the engine do not match, some connection noise may be generated with the engagement of the clutch. In order to prevent such connection noise from occurring, in the hybrid vehicle described in Patent Document 1, the engine torque and the motor torque are detected, and the engine torque is absorbed by the motor while the clutch input is performed. The clutch is connected after the rotational speed of the shaft is matched with the rotational speed of the clutch output shaft.

Japanese Patent Laid-Open No. 2000-23312

  In the hybrid vehicle described in Patent Document 1, the configuration is complicated because the torque and the rotation speed of the engine and the motor are controlled, and the control procedure is complicated. In particular, the torque detection sensor is generally expensive and complicated. In addition, there is a concern that the response of switching the driving mode may be reduced as the configuration becomes complicated.

  The present invention has been made in consideration of the above-described problems, and is a power switching that can switch the traveling mode by a simple configuration and control procedure and can suppress the generation of a connection sound accompanying the switching of the traveling mode. An object is to provide a control device.

A power switching control device according to the present invention includes an engine and a drive motor that generate travel driving force, a one-way clutch that has an input side connected to the engine and an output side connected to the drive motor, and an accelerator that detects an accelerator operation amount. A power switching control device in a hybrid vehicle having a sensor and a throttle valve that adjusts a throttle opening under the action of a throttle motor, the accelerator operation amount being read from the accelerator sensor, and based on the accelerator operation amount A target opening of the throttle opening is obtained, a control unit that drives the throttle motor so that the throttle opening matches the target opening, and an input rotational speed of the one-way clutch is detected and sent to the control unit The input rotation sensor to be supplied and the output rotation speed of the one-way clutch are detected. An output rotation sensor supplied to the control unit, and the control unit obtains a speed difference between the input rotation speed and the output rotation speed, and the target opening is detected when the speed difference is within a predetermined value. set in degrees lower than the reference value obtained based on the accelerator operation amount, the decrease amount is characterized Rukoto been greatly adjusted as the rate of change of the speed difference is large.

  Thus, when the speed difference is within the predetermined value, that is, between the time immediately before the one-way clutch is connected and the predetermined connection control time, by setting the target opening of a value lower than the reference value, The engine output is suppressed, and the rate of increase of the input rotation speed is moderated. The one-way clutch is smoothly connected and the generation of connection noise is suppressed. In addition, a torque detection sensor or torque estimation means is unnecessary on the input side and output side of the one-way clutch, and it is simple and inexpensive.

  In this case, the control unit can maintain a normal traveling feeling after power switching by returning the target opening to the reference value after a predetermined connection control time has elapsed.

  The control unit obtains an estimated connection time until the one-way clutch is engaged based on the rate of change of the speed difference, and controls the throttle opening according to the estimated connection time. Engine output can be reduced, speeding up of power switching and reduction of connection sound can be achieved.

In the present invention, the generated connection sound is considered to change according to the rate of change of the speed difference, so that a moderate decrease for reducing the connection sound based on the change rate obtained in advance according to the driving situation. The amount can be set. As a result, the connection sound is sufficiently reduced, and the power output can be quickly switched without unnecessarily reducing the engine output. The engine, the CVT, the one-way clutch, and the drive motor may be connected in series in this order. The reference value may be lowered when switching from the EV traveling mode in which the vehicle travels only with the driving force of the drive motor to the engine traveling mode in which the vehicle travels only with the driving force of the engine.

  According to the power switching control device of the present invention, when the speed difference is within the predetermined value, that is, immediately before the one-way clutch is connected to the predetermined connection control time, the target value lower than the reference value is set. By setting the opening, the output of the engine is suppressed and the rate of increase of the input rotation speed becomes gradual. Therefore, the one-way clutch is smoothly connected, and the generation of a connection sound at the time of power switching is suppressed.

  Hereinafter, a power switching control device according to the present invention will be described with reference to FIGS.

  First, a hybrid vehicle 10 on which a power switching control device 150 (see FIG. 5) according to the present embodiment is mounted will be described with reference to FIGS.

  The hybrid vehicle 10 is a scooter type motorcycle having a front fork 12 that supports a front wheel WF in front of the vehicle body, and the front fork 12 is steered by operating a handle 16 via a head pipe 14. The right grip portion of the handle 16 is a turnable accelerator. The accelerator operation amount Acc (see FIG. 5) is detected by an accelerator sensor 152 (see FIG. 5).

  A down pipe 18 is attached to the head pipe 14 rearward and downward, and an intermediate frame 20 extends substantially horizontally at the lower end of the down pipe 18. A rear frame 22 is provided at the rear end of the intermediate frame 20 rearward and upward.

  A part of a power unit 24 including a power source is connected to the rear end portion of the intermediate frame 20, and the power unit 24 has a rear wheel WR that is a drive wheel rotatably attached to a rear end portion side thereof. The suspension is suspended by a rear suspension attached to the rear frame 22.

  The outer periphery of the down pipe 18, the intermediate frame 20, and the rear frame 22 is covered with a vehicle body cover 26, and a seat 28 on which a passenger sits is fixed to the rear upper part of the vehicle body cover 26. On the upper part of the intermediate frame 20 between the seat 28 and the down pipe 18, a step floor 30 on which a passenger puts his / her foot is provided.

  Next, the configuration of the power unit 24 will be described with reference to FIGS. 2 and 3 are a cross-sectional plan view and a partially enlarged cross-sectional view of the power unit 24. The left-right direction corresponds to the vehicle width direction, the upper direction corresponds to the front of the vehicle, and the lower direction corresponds to the rear of the vehicle.

  As shown in FIG. 2, the power unit 24 includes an engine 32 and a drive motor 34 that generate travel driving force, a starter motor 36 that starts the engine 32, a centrifugal clutch 40 provided on a crankshaft 38 of the engine 32, A CVT (Continuously Variable Transmission, transmission) 42 that continuously changes the rotation of the crankshaft 38 via the centrifugal clutch 40, and a one-way clutch that transmits supplied power only in one direction (rotation direction during forward movement). 44 and a speed reducer 46 that decelerates the rotation and transmits it to the rear wheel WR. The starter motor 36 is not limited to the use for starting the engine 32 but may also be used for assisting driving.

  A piston 52 connected to the crankshaft 38 of the engine 32 via a connecting rod 50 is provided. The piston 52 is slidable within the cylinder 54, and the cylinder block 56 is disposed so that the axis of the cylinder 54 is substantially horizontal. A cylinder head 58 is fixed to the front surface of the cylinder block 56, and a combustion chamber 32a in which the air-fuel mixture is combusted is formed by the cylinder head 58, the cylinder 54, and the piston 52.

  The cylinder head 58 is provided with a valve (not shown) for controlling intake or exhaust of the mixer to the combustion chamber 32a and a spark plug 60. The opening and closing of the valve is controlled by the rotation of the cam shaft 62 that is pivotally supported by the cylinder head 58. The cam shaft 62 includes a driven sprocket 64 on one end side, and an annular cam chain 68 is stretched between the driven sprocket 64 and a drive sprocket 66 provided at one end of the crank shaft 38. A water pump 70 that cools the engine 32 is provided at one end of the cam shaft 62. The water pump 70 is attached so that the rotating shaft 70a rotates integrally with the cam shaft 62, and the water pump 70 can be operated when the cam shaft 62 rotates.

  An intake pipe 71 (see FIG. 5) communicating with the combustion chamber 32a includes a throttle valve 72 for adjusting the intake air amount, a negative pressure sensor 73 for detecting a pressure downstream of the throttle valve 72, and a combustion chamber. An injector 74 for injecting fuel to 32a is provided.

  A stator case 76 is connected to the right side in the vehicle width direction of the crankcase 80 that supports the crankshaft 38, and the starter motor 36 is accommodated therein. The starter motor 36 is a so-called outer rotor type motor, and its stator includes a coil 82 in which a conducting wire is wound around a tooth 78 fixed to a stator case 76. On the other hand, the outer rotor 84 is fixed to the crankshaft 38 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 86 is disposed on the inner peripheral surface of the outer rotor 84.

  A fan 88 a for cooling the starter motor 36 is attached to the outer rotor 84, and when the fan 88 a rotates in synchronization with the crankshaft 38, a cooling wind draft formed on the side surface of the cover 92 of the stator case 76. Cooling air is taken from the inlet 92a.

  A case 94 is connected to the left side of the crankcase 80 in the vehicle width direction, and a driving side is connected to the crankshaft 38 via a fan 88b fixed to the left end portion of the crankshaft 38 and the centrifugal clutch 40 therein. The CVT 42 and the drive motor 34 connected to the driven side of the CVT 42 are accommodated. The fan 88b cools the CVT 42 and the drive motor 34 accommodated in the case 94, and is arranged on the same side as the drive motor 34 with respect to the CVT 42, that is, on the left side in the vehicle width direction.

  A cooling air intake 96 is formed on the front left side of the vehicle body of the case 94. When the fan 88b rotates in synchronization with the crankshaft 38, the cooling air intake 96 located in the vicinity of the fan 88b enters the case 94. The outside air is taken in, and the drive motor 34 and the CVT 42 are forcibly cooled.

  The CVT 42 is supported by the case 94 with a drive-side transmission pulley 98 mounted on the left end portion of the crankshaft 38 protruding from the crankcase 80 in the vehicle width direction via the centrifugal clutch 40 and an axis parallel to the crankshaft 38. And a driven transmission pulley 102 mounted on the drive shaft 100 via a one-way clutch 44. The CVT 42 further includes an annular V-belt 106 wound between the drive-side transmission pulley 98 and the driven-side transmission pulley 102, and constitutes a so-called belt converter.

  In the CVT 42, when the rotation speed of the crankshaft 38 (that is, the engine rotation speed N0) increases, centrifugal force acts on the weight roller 98b, and the driving side movable pulley half 98c moves toward the driving side fixed pulley half 98a. The drive-side movable pulley half 98c approaches the drive-side fixed pulley half 98a by this amount of movement, and the groove width of the drive-side transmission pulley 98 decreases, so that the contact position between the drive-side transmission pulley 98 and the V belt 106 is reduced. Shifts outward in the radial direction of the drive-side transmission pulley 98, and the winding diameter of the V-belt 106 increases. Accordingly, in the driven transmission pulley 102, the width of the groove formed by the driven fixed pulley half 102a and the driven movable pulley half 102b increases. That is, in the CVT 42, the diameter around which the V-belt 106 is wound is continuously changed by the action of the centrifugal force according to the engine speed N0, and the gear ratio is automatically and continuously variable.

  As shown in FIG. 3, the centrifugal clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 98d, an outer plate 40b fixed to the left end portion of the crankshaft 38, and a weight 40c on the outer line portion of the outer plate 40b. And a spring 40e for urging the shoe 40d radially inward. Centrifugal clutch 40 has its power transmission between crankshaft 38 and CVT 42 cut off when engine speed N0 is equal to or lower than a predetermined value. When the engine speed N0 rises and exceeds a predetermined value, the centrifugal force acting on the weight 40c resists the elastic force acting radially inward by the spring 40e, and the weight 40c moves radially outward, thereby causing the shoe 40d to move. The inner peripheral surface of the outer case 40a is pressed with a force equal to or greater than a predetermined value. Thereby, the rotation of the crankshaft 38 is transmitted to the sleeve 98d through the outer case 40a, and the drive side transmission pulley 98 fixed to the sleeve 98d is driven.

  Next, the one-way clutch 44 transmits power in only one direction from the inner clutch 44b to the outer clutch 44a, the cup-shaped outer clutch 44a, the inner clutch 44b inserted coaxially with the outer clutch 44a. And a roller 44c. The outer clutch 44a also serves as the inner rotor body of the drive motor 34, and is composed of the same member as the inner rotor body. Furthermore, the inner periphery of the inner clutch 44b and the left end portion of the boss portion 102c in the driven side fixed pulley half 102a are spline-coupled to each other.

  According to such a one-way clutch 44, the power of the engine 32 or the drive motor 34 is transmitted to the rear wheel WR via the drive shaft 100 and the speed reducer 46. On the other hand, the power from the rear wheel WR side during vehicle pushing and regenerative operation or the like is not transmitted to the CVT 42 or the engine 32 because the outer clutch 44a idles with respect to the inner clutch 44b. Is efficiently absorbed by the drive motor 34.

  The drive motor 34 is provided on the rear side of the vehicle body in the case 94 so that the drive shaft 100 serves as a motor output shaft. The drive motor 34 is of a so-called inner rotor type, and the inner rotor 112 is spline-coupled to the drive shaft 100 by a drive shaft 100 that is also an output shaft of the CVT 42 and a boss 112b that is formed in the center of the cup. The inner rotor main body, that is, the inner clutch 44b, and a magnet 112c disposed on the outer peripheral surface of the inner clutch 44b on the opening side are provided. The stator 114 is constituted by a coil 114c in which a conducting wire is wound around a tooth 114b fixed to the stator case 114a in a case 94.

  The speed reducer 46 is provided in a transmission chamber 120 connected to the right side of the rear end portion of the case 94, and includes an intermediate shaft 124 supported in parallel with the drive shaft 100 and the axle 122 of the rear wheel WR, and is driven. A first reduction gear pair 126 formed at the right end portion of the shaft 100 and the center portion of the intermediate shaft 124, and a second reduction gear pair 128 formed at the right end portion of the intermediate shaft 124 and the left end portion of the axle 122, respectively. And is configured. According to the speed reducer 46, the rotation of the drive shaft 100 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 122 of the rear wheel WR that is pivotally supported in parallel therewith.

  A first rotor sensor 108a is provided in the vicinity of the crankshaft 38, and an engine whose rotational speed is on the input side by detecting the teeth of the gear 108b as a detected body provided on the crankshaft 38 in a non-contact manner. The rotational speed N0 is detected. The case 94 in the vicinity of the centrifugal clutch 40 is provided with a second rotor sensor 110a, and the output of the centrifugal clutch 40 is detected in a non-contact manner by detecting a plurality of detected bodies 110b that are annularly arranged on the outer periphery of the shoe 40d. The intermediate rotation speed Nc on the side can be detected.

  A third rotor sensor 116a is provided in the vicinity of the driven-side fixed pulley half 102a in the case 94, and the third rotor sensor 116a is a plurality of annularly arranged on the outer periphery of the driven-side fixed pulley half 102a. The input rotational speed Ni in the one-way clutch 44 is detected by detecting the detected object 116b (see FIG. 4) without contact.

  A fourth rotor sensor 118a is provided in the vicinity of the one-way clutch 44 in the case 94, and the one-way clutch is detected in a non-contact manner by detecting a plurality of detected bodies 118b arranged annularly on the outer periphery of the outer clutch 44a. The output rotation speed No at 44 is detected. The output rotation speed No detected by the fourth rotor sensor 118a changes in proportion to the vehicle speed of the hybrid vehicle 10 based on the speed ratio of the speed reducer 46 and the diameter of the rear wheel WR. Doubles as a vehicle speed sensor.

  Next, the configuration of the power switching control device 150 according to the present embodiment will be described with reference to the block configuration diagram of FIG.

  The power switching control device 150 adjusts the rotation angle of the throttle valve 72, an accelerator sensor 152 that detects an accelerator operation amount Acc, a first inverter 153 and a second inverter 154 that control the starter motor 36 and the drive motor 34, and the like. A DBW (Drive By Wire, control unit) 156 and an ECU (Electric Control Unit, control unit) 158 that performs integrated control of the hybrid vehicle 10. The power switching control device 150 includes the first rotor sensor 108a, the second rotor sensor 110a, the third rotor sensor 116a, and the fourth rotor sensor 118a.

  The first inverter 153 and the second inverter 154 perform drive control and regenerative control of the starter motor 36 and the drive motor 34 under the action of the ECU 158, and supply and charge power to the battery 160 when performing regenerative control. Can do. Battery 160 detects remaining power SOC by a predetermined sensor and supplies it to ECU 158. The DBW 156 controls the amount of intake air to the engine 32 by adjusting the rotation angle of the throttle valve 72 under the action of the ECU 158.

  As shown in FIG. 6, the ECU 158 includes a mode control unit 170 that determines a travel mode according to a travel state determined from the remaining power SOC, the vehicle speed V, the accelerator operation amount Acc, and the like, and an engine based on the travel mode and the like. A starter motor control unit 172 that determines the start timing of 32 and gives a start instruction of the starter motor 36 to the first inverter 153, and a motor torque for determining the drive torque of the drive motor 34 based on the vehicle speed V and the accelerator operation amount Acc. And an arithmetic unit 174. The ECU 158 further includes an injector control unit 176 that sets the fuel injection amount and fuel injection timing by the injector 74 based on the engine speed N0, the engine speed N0, the intermediate speed Nc, the input speed Ni, and the output speed No. A clutch connection determination unit 178 that determines the connection state of the centrifugal clutch 40 and the one-way clutch 44 based on the above, and a target opening calculation unit 179 that calculates the throttle target opening Th based on the accelerator operation amount Acc and supplies the throttle target opening Th to the DBW 156. Have. The clutch connection determination unit 178 determines the vehicle speed V based on the output rotation speed No.

  The travel mode selected by the mode control unit 170 includes an EV travel mode (or an electric travel mode) that travels using only the driving force of the drive motor 34, an engine travel mode that travels using only the drive force of the engine 32, the drive motor 34, and the engine. A hybrid travel mode in which both the vehicle 32 and the vehicle travel are driven. Among these, the EV travel mode is selected when the remaining power SOC is large and the travel load is small, and the engine travel mode is selected when the remaining power SOC is small or the travel load is large. The hybrid driving mode is selected when the remaining power SOC is large and it is necessary to assist the engine 32 with the drive motor 34 at a high load, or when the output of the engine 32 is reduced to reduce fuel consumption. Is done. The mode control unit 170 gives a predetermined operation instruction to the starter motor control unit 172, the motor torque calculation unit 174, and the injector control unit 176 according to the selected travel mode.

  The clutch connection determination unit 178 includes a centrifugal clutch speed difference calculation unit 180 that calculates a speed difference ΔN0 between the engine speed N0 and the intermediate speed Nc, and a one-way clutch that calculates a speed difference ΔN1 between the input speed Ni and the output speed No. A speed difference calculation unit 182 and a change amount calculation unit 184 that obtains a rate of change R of the speed difference ΔN1 are included. Further, the change amount calculation unit 184 has a function of determining the connection state of the one-way clutch 44 based on the speed difference ΔN1, and transmits a signal X indicating that to the target opening calculation unit 179 when the connection is completed.

  The clutch connection determination unit 178 further includes a threshold value determination unit 186 that compares the speed difference ΔN1 with the threshold value A, and a control start timing when the threshold value determination unit 186 detects that the speed difference ΔN1 is less than or equal to the threshold value A. As a connection control time calculation unit 188 for obtaining the connection control time Ts based on the change rate R, and a throttle change rate calculation unit 190 for obtaining the throttle opening reduction amount Q at the control start timing.

  The connection control time calculation unit 188 obtains the estimated connection time until the one-way clutch 44 is connected based on the rate of change R, and sets the connection control time Ts as a long time with some margin with respect to the estimated connection time. Set. The estimated connection time is obtained by referring to a lookup table based on the change rate R or by a predetermined arithmetic expression. As will be described later, according to the operation of the power switching control device 150, the rate of increase of the engine speed N0 is moderated after the control start timing. The estimated connection time until the clutch 44 is actually connected is set accurately.

  The throttle change rate calculation unit 190 sets the opening degree decrease amount Q as the change rate R of the speed difference ΔN1 is larger. Specifically, as shown in FIG. 7, when the rate of change R is the theoretical minimum value Rmin, the opening degree reduction amount Q is set as the initial value P (P> 0), and the rate of change R increases. The opening degree reduction amount Q is also set proportionally large. In this way, the connection control time Ts and the opening decrease amount Q obtained by the clutch connection determination unit 178 are supplied to the target opening calculation unit 179 at the control start timing.

  Based on the accelerator operation amount Acc, the target opening calculation unit 179 obtains a reference value B for driving the throttle valve 72 while referring to the negative pressure Pb supplied from the negative pressure sensor 73, and uses the reference value B as a throttle target opening. The degree Th is supplied to the DBW 156.

  However, during the period from the control start timing until the connection control time Ts elapses or until the one-way clutch 44 is completely connected, the throttle target opening Th is the opening reduction amount Q supplied from the clutch connection determination unit 178. The value is supplied to the DBW 156 as a value subtracted from the reference value B. The throttle target opening Th during this time may be a fixed throttle target opening Th that is first obtained at the control start timing, or may be obtained by subtracting the opening reduction amount Q from the reference value B at that time in real time. Good. In other words, the target opening calculation unit 179 recognizes that it is the control start timing when the connection control time Ts and the opening decrease amount Q are supplied from the clutch connection determination unit 178, and thereafter, the connection control time Until the time Ts elapses, the throttle target opening degree Th is supplied to the DBW 156 as a value lower than the reference value B by the opening degree reduction amount Q. After the passage of the connection control time Ts, the throttle target opening degree Th is returned to the reference value B.

  Further, the clutch connection determination unit 178 obtains the gear ratio of the CVT 42 based on the intermediate rotation speed Nc and the input rotation speed Ni, and supplies these information to the mode control unit 170 and the like.

  The reference value B obtained by the target opening calculation unit 179 is basically obtained in proportion to the accelerator operation amount Acc in the engine travel mode, and the negative pressure Pb obtained from the negative pressure sensor 73 and other parameters. It is corrected by. Further, since the engine 32 is stopped in the EV traveling mode, the reference value B and the throttle target opening degree Th are zero. The reference value B and the throttle target opening degree Th may be represented by an actual opening degree in the intake pipe 71, or may be represented by a tilt angle of the throttle valve 72 or the like. Further, parameters used for calculating the reference value B and the throttle target opening degree Th are appropriately selected according to the design conditions of the hybrid vehicle 10, and for example, the negative pressure Pb may not be used. Thereby, the negative pressure sensor 73 is omitted, and the number of parts can be reduced.

  The ECU 158 includes a CPU (Central Processing Unit) as a main control unit, a RAM (Random Access Memory) and a ROM (Read Only Memory) as a storage unit, a driver, and the like. Is realized by reading a program and executing software processing in cooperation with a storage unit or the like.

  Next, the operation of the power switching control device 150 configured as described above will be described with reference to FIGS. 8 to 10D. Hereinafter, a situation where a passenger of the hybrid vehicle 10 operates the accelerator to accelerate and shifts from low load traveling to high load traveling will be described as an example, and it is assumed that the battery 160 is sufficiently charged at this time. In addition, in order to facilitate understanding, the travel modes are considered in terms of the two modes of the EV travel mode and the engine travel mode, and the other travel modes are omitted. The process shown in FIG. 8 is mainly realized by a program process of the ECU 158, and is continuously executed every minute time.

  First, in step S1 of FIG. 8, the mode control unit 170 determines the current travel mode. When the travel load is small, the EV travel mode is selected, and when the travel load is large, the engine travel mode is selected. Then, the process proceeds to step S3. Specifically, referring to parameters such as the accelerator operation amount Acc and the vehicle speed V, as shown in FIG. 9A, when the accelerator operation amount Acc and the vehicle speed V are low, it is determined that the travel load is small, and the EV travel mode is selected. When the accelerator operation amount Acc and the vehicle speed V rise (time t1 in FIG. 9A), the engine travel mode is selected.

  In step S <b> 2 (EV travel mode), the required travel torque is calculated by the motor torque calculation unit 174, and the drive motor 34 is operated via the second inverter 154. After the processing in step S2, the current processing in FIG.

  In step S3 (engine running mode), the starter motor 36 is driven via the first inverter 153 under the action of the starter motor control unit 172 to start the engine 32. The process of step S3 is executed immediately after the transition from the EV travel mode to the engine travel mode, and the starter motor 36 is stopped after it is determined by the predetermined timer means or engine start confirmation means that the engine 32 has been started. Thereafter, in the engine travel mode, the injector 74 is driven under the action of the injector control unit 176 to perform appropriate fuel injection according to the travel state, the engine speed N0, and the like.

  In step S4, the target opening calculation unit 179 obtains the reference value B based on the accelerator operation amount Acc and the like.

  In step S5, whether the one-way clutch 44 is before or after being connected is determined based on the connection determination flag F. If F = 0, it is determined that the connection is not yet established and step S6 is performed. If F = 1, it is determined that the connection has been established, and the process proceeds to step S16. The connection determination flag F is reset to F ← 0 in the EV traveling mode.

  In step S6, the running torque is calculated in the same manner as in step S2, and the drive motor 34 is operated via the second inverter 154. That is, even in the engine travel mode, the power of the engine 32 is not transmitted to the rear wheels WR until the one-way clutch 44 is connected, so the travel by the drive motor 34 is continued (see FIG. 9E).

  In step S7 (before the one-way clutch is connected), the centrifugal clutch speed difference calculation unit 180 determines whether the centrifugal clutch 40 is before or after being connected, and when it is determined that the centrifugal clutch 40 is not yet connected. The process proceeds to step S16, and if it is determined that the connection has been made, the process proceeds to step S8. The centrifugal clutch speed difference calculation unit 180 can determine that the centrifugal clutch 40 is connected when the speed difference ΔN0 between the engine speed N0 and the intermediate speed Nc becomes substantially zero.

  After time t2 when the centrifugal clutch 40 is connected, the input rotational speed Ni increases as shown in FIG. 9B.

  In step S8 (after the centrifugal clutch is connected), the one-way clutch speed difference calculation unit 182 obtains a speed difference ΔN1 obtained by subtracting the input rotation speed Ni from the output rotation speed No, and the change amount calculation unit 184 changes the speed difference ΔN1. The rate R is obtained.

  In step S9, the threshold determination unit 186 compares the speed difference ΔN1 with the threshold A. If ΔN1> A, the process proceeds to step S16, and if ΔN1 ≦ A, the process proceeds to step S10. That is, if ΔN1> A, it is determined that the one-way clutch 44 is not connected for a while and the processing up to that point is continued, and if ΔN1 ≦ A, it is immediately before the one-way clutch 44 is connected. As a result of the determination, the corresponding steps S10 to S15 are executed.

  In step S10, it is confirmed whether it is the first time when the state of ΔN1> A is switched to the state of ΔN1 ≦ A. If it is the first time, that is, if it is the control start timing (time t3 in FIG. 9B). The process proceeds to step S11, and if it is the second time or later, the process proceeds to step S13.

  In step S <b> 11, the connection control time calculation unit 188 and the throttle change rate calculation unit 190 obtain the connection control time Ts and the opening decrease amount Q based on the change rate R, and supply them to the target opening calculation unit 179.

  In step S12, the target opening degree calculation unit 179 obtains the control output buffer value C obtained in step S4 as a value obtained by subtracting the opening degree reduction amount Q from the reference value B.

  In step S13, it is confirmed whether or not the connection control time Ts has elapsed from the control start timing, and the connection state of the one-way clutch 44 is confirmed. If the connection control time Ts has elapsed (time t4 in FIG. 8C), it is determined that the one-way clutch 44 is connected, the connection determination flag F is set to F ← 1 (step S14), and the process proceeds to step S16. . Further, even when the connection is completed based on the connection state of the one-way clutch 44, the connection determination flag F is set to F ← 1 (step S14), and the process proceeds to step S16. In other words, the process proceeds to step S14 when the connection control time Ts elapses or when the one-way clutch 44 is connected, whichever is earlier, and when the other connection control time Ts has not elapsed and the one-way clutch 44 is not connected, the step is performed. Move on to S15.

  The connection state of the one-way clutch 44 is determined based on the speed difference ΔN1 between the input rotational speed Ni and the output rotational speed No, and is determined to be connected when ΔN1 = 0, and not connected when ΔN1> 0. . In order to ensure the connection determination, it may be determined that the state of ΔN1 = 0 continues for a predetermined period of time, or the determination may be made with a slight range considering a measurement error even if ΔN1 = 0 is not strictly satisfied. You may go.

  In this case, the connection state of the one-way clutch 44 can be determined based on the input rotational speed Ni and the output rotational speed No, and it is needless to say that a dedicated additional detection means is not necessary. Completion of connection of the one-way clutch 44 can be determined based on the signal X transmitted from the change amount calculation unit 184.

  In step S15, the throttle target opening degree Th is set as Th ← C, and thereafter, the process proceeds to step S17. That is, during the connection control time Ts and when the one-way clutch 44 is not connected, the throttle target opening Th is a value that is smaller than the reference value B by the opening reduction amount Q. Here, while the reference value B is a value that changes according to the driving situation, the control output buffer value C is a fixed value, but since the connection control time Ts is short, the change in the reference value B during this time There are few. Therefore, the target throttle opening Th is substantially smaller than the reference value B by the opening reduction amount Q.

  In step S16, the throttle target opening degree Th is set as Th ← B. In other words, the reference value B obtained in step S2 is the time between the time t1 when the mode is shifted to the engine running mode and the time t3 of the control start timing, and after the connection control time Ts has elapsed or after the connection of the one-way clutch 44 is completed. The throttle target opening degree Th is set as it is.

  In step S17, the throttle target opening degree Th set in step S15 or S16 is supplied to the DBW 156, and the DBW 156 performs control so that the rotation angle of the throttle valve 72 becomes the throttle target opening degree Th. After this step S17, the current process shown in FIG.

  If it is determined in step S9 that ΔN1> A, the connection determination flag F may be reset as F ← 0. As a result, when the one-way clutch 44 is temporarily disconnected during traveling in the engine traveling mode and then the one-way clutch 44 is connected again, steps S10 to S15 are re-executed to reduce the connection sound. Can be achieved.

  Further, in step S9, instead of the determination based on the speed difference ΔN1, the branch determination may be performed based on the estimated connection time of the one-way clutch 44 obtained from the rate of change R of the speed difference ΔN1. That is, when the estimated connection time is equal to or less than the predetermined threshold, the control start timing may be shifted to step S10, and when the estimated connection time exceeds the predetermined value, the process may be shifted to step S16. In this case, the connection control time Ts is not set excessively long, and the traveling mode is smoothly changed. The estimated connection time is obtained, for example, by dividing the speed difference ΔN1 by the change rate R.

  As described above, in the power switching control device 150 according to the present embodiment, the throttle target opening is performed between the control start timing immediately before the one-way clutch 44 is connected and the connection control time Ts and when the one-way clutch 44 is not connected. Since the degree Th is set to a value lower than the reference value B by the opening degree reduction amount Q, the output of the engine 32 is suppressed and the rate of increase of the engine speed N0 is reduced.

  If the throttle target opening Th is set to a value equal to the reference value B during the connection control time Ts and when the one-way clutch 44 is not connected, the engine speed N0 ′ indicated by the phantom line in FIG. The rate of increase will not be suppressed and will show a large overshoot. In this case, the input rotational speed Ni also shows the same tendency as the engine rotational speed N0 ′ according to the current gear ratio of the CVT 42 (input rotational speed Ni ′ in FIG. 9B), and the one-way clutch 44 has a rate of change R of the speed difference ΔN1. In this state, the inner clutch 44b and the outer clutch 44a are connected. Therefore, the output of the engine 32 is suddenly transmitted to the rear wheel WR, and some connection sound is instantaneously generated (see the vehicle speed V ′ in FIG. 9A).

  On the other hand, according to power switching control device 150 according to the present embodiment, when one-way clutch 44 is connected, the output of engine 32 is suppressed and the rate of increase in engine speed N0 is alleviated. The change rate R of the speed difference ΔN1 becomes small, and the one-way clutch 44 is smoothly connected. Therefore, as shown in FIGS. 9A and 9D, there is almost no overshoot of the engine speed N0 and no change in the vehicle speed V, and the generation of connection noise can be sufficiently suppressed.

  Further, since the reference value B is set as the throttle target opening Th as it is from the time t1 at which the engine travel mode is shifted to the time t3 that is the control start timing, the engine speed N0 and the input rotational speed Ni are short. Thus, the mode can be quickly changed, and so-called response performance is improved.

  Further, after the connection control time Ts elapses or after the one-way clutch 44 is connected, the throttle target opening degree Th returns to the same value as the reference value B, so that a normal traveling feeling is ensured.

  On the other hand, as shown in FIGS. 10A to 10D, at the time of rapid acceleration in which the accelerator operation amount Acc changes rapidly, the engine speed N0 and the input rotational speed Ni rapidly increase, and accordingly, the speed difference ΔN1. The rate of change R of this will show a large value. In this case, the connection control time Ts is set shorter by the operation of the connection control time calculation unit 188, and the throttle target opening degree Th is reduced for a short time corresponding to the rapid acceleration, so that the response performance is not deteriorated. Further, as the rate of change R increases, the opening reduction amount Q is set to be larger as the rate of change R increases due to the action of the throttle change rate calculation unit 190, so that the output of the engine 32 is sufficiently suppressed and the one-way clutch 44 is connected. The state of change R is small. Therefore, even during sudden acceleration, the one-way clutch 44 is smoothly connected and the generation of a connection sound is suppressed, and the vehicle speed V hardly changes.

  That is, since it is considered that the connection sound generated when the one-way clutch 44 is connected changes according to the change rate R, the connection sound is obtained by performing processing based on the change rate R obtained in advance according to the driving situation. It is possible to set an appropriate opening reduction amount Q for reducing. As a result, the connection sound can be sufficiently reduced, and the power of the engine 32 can be quickly switched without excessively reducing the output of the engine 32.

  Furthermore, according to the power switching control device 150, since a torque sensor is not required on the input side and the output side of the one-way clutch 44, respectively, it can be configured at a low cost, and the torque on the input side and the output side can be matched. No complicated control is required. Furthermore, the centrifugal clutch 40 and the one-way clutch 44 used in the power switching control device 150 are clutches that are autonomously connected, and an actuator and connection control means for connection like an electromagnetic clutch are unnecessary.

  The power switching control device according to the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted without departing from the gist of the present invention.

It is a side view of the hybrid vehicle by which a power switching control apparatus is mounted. It is a cross-sectional top view of a power unit. It is an expanded sectional view of CVT and its circumference in a power unit. It is a side view of the driven side fixed pulley half body by which the to-be-detected body was cyclically arranged by the outer peripheral part. It is a block block diagram of the power switching control apparatus which concerns on this Embodiment. It is a block block diagram which shows the schematic function of ECU. It is a graph which shows the relationship of the opening degree fall amount set with respect to the change rate of a speed difference. It is a flowchart which shows the process sequence of the power switching control apparatus at the time of a one-way clutch being connected. FIG. 9A is a time chart showing the vehicle speed and accelerator operation amount at the time of slow acceleration, FIG. 9B is a time chart showing the output rotation speed and the input rotation speed at the time of slow acceleration, and FIG. 9C is a time chart at the time of slow acceleration. FIG. 9D is a time chart showing the target throttle opening value, FIG. 9D is a time chart showing the engine speed at the time of slow acceleration, and FIG. 9E is a time chart showing a motor torque command at the time of slow acceleration. FIG. 10A is a time chart showing the vehicle speed and the accelerator operation amount at the time of sudden acceleration, FIG. 10B is a time chart showing the output rotation speed and the input rotation speed at the time of sudden acceleration, and FIG. 10C is the time chart at the time of sudden acceleration. FIG. 10D is a time chart showing a target throttle opening value, and FIG. 10D is a time chart showing an engine speed during rapid acceleration.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle 24 ... Power unit 32 ... Engine 36 ... Starter motor 40 ... Centrifugal clutch 44 ... One-way clutch 108a, 110a, 116a, 118a ... Rotor sensor 150 ... Power switching control device 156 ... DBW (control part)
158 ... ECU (control unit) 174 ... Motor torque calculation unit 178 ... Clutch connection determination unit 179 ... Target opening calculation unit 180 ... Centrifugal clutch speed difference calculation unit 182 ... One-way clutch speed difference calculation unit 184 ... Change amount calculation unit 186 ... Threshold judgment unit 188 ... connection control time calculation unit 190 ... throttle change rate calculation unit A ... threshold Acc ... accelerator operation amount B ... reference value Ni ... input rotation speed No ... output rotation speed R ... change rate Th ... throttle target opening Ts ... Connection control time V ... Vehicle speed Q ... Amount of decrease in opening ΔN0, ΔN1 ... Speed difference

Claims (5)

An engine and a drive motor that generate driving force; and
A one-way clutch having an input side connected to the engine and an output side connected to the drive motor;
An accelerator sensor for detecting an accelerator operation amount;
A throttle valve that adjusts the throttle opening under the action of the throttle motor;
A power switching control device in a hybrid vehicle having
Control that reads the accelerator operation amount from the accelerator sensor, obtains a target opening of the throttle opening based on the accelerator operation amount, and drives the throttle motor so that the throttle opening matches the target opening And
An input rotation sensor that detects an input rotation speed of the one-way clutch and supplies the detected rotation speed to the control unit;
An output rotation sensor that detects an output rotation speed of the one-way clutch and supplies the output rotation speed to the control unit;
With
The control unit obtains a speed difference between the input rotational speed and the output rotational speed, and when the speed difference is within a predetermined value, the target opening is determined based on a reference value obtained based on the accelerator operation amount. set as low, the power switching control device that decrease amount, wherein Rukoto been greatly adjusted as the rate of change of the speed difference is large. The power switching control device according to claim 1,
The power switching control device, wherein the control unit returns the target opening to the reference value after a predetermined connection control time has elapsed. The power switching control device according to claim 1 or 2,
The control unit obtains an estimated connection time until the one-way clutch is engaged based on a change rate of the speed difference, and controls the throttle opening according to the estimated connection time. Control device. The power switching control device according to any one of claims 1 to 3,
CVT for continuously changing the rotation of the crankshaft,
The engine, the CVT, power switching control device according to claim Rukoto the one-way clutch and the drive motor are sequentially connected in series. In the power switching control device according to any one of claims 1 to 4 ,
Wherein when switching from the EV drive mode in which the vehicle travels by only a driving force of the driving motor to the engine running mode in which the vehicle travels only by the driving force of the engine, the power switching control device according to claim Rukoto lowering the reference value.

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