JP4779857B2 - Motor rotation control device for hybrid vehicle - Google Patents

Description

The present invention can be driven not only by the engine but also by power from the motor / generator, and by electric power (EV) mode in which the vehicle travels only by power from the motor / generator, and by power from both the engine and the motor / generator. Regarding hybrid vehicles having a hybrid driving (HEV) mode capable of driving,
The present invention relates to a motor rotation control device for controlling the rotation speed of a motor / generator with a suitable response even under a slip engagement state of a clutch between the motor / generator and a wheel drive system.

Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.
The hybrid drive device includes a first clutch that is coupled to a shaft that directs engine rotation to a transmission, includes a motor / generator between the engine and the transmission, and that removably couples the engine and the motor / generator. In addition, instead of the torque converter, the motor / generator and the transmission output shaft are detachably coupled to each other.

  When a hybrid vehicle having such a hybrid drive device stops the engine, disengages the first clutch and engages the second clutch, the hybrid vehicle enters an electric travel (EV) mode in which the vehicle travels only by the power from the motor / generator, When both the first clutch and the second clutch are engaged, a hybrid running (HEV) mode capable of running with power from both the engine and the motor / generator can be set.

In such a hybrid vehicle, when controlling the rotation speed of the motor / generator, feed forward control for controlling the drive of the motor / generator so that a motor torque uniquely determined with respect to the motor rotation speed command value is generated, and a disturbance observer. And feedback control for controlling the motor / generator torque so that the motor rotational speed matches the command value.
Japanese Patent Laid-Open No. 11-082260

By the way, in addition to the engagement and release of the second clutch, there are cases where the vehicle travels in a slipped state.
However, in the former motor / generator rotation control by feed-forward control, the torque entering the control object fluctuates due to the loss of the transmission torque in the slip state of the second clutch, and as a result, the rotation speed of the motor / generator Cannot match the command value.

  On the other hand, the latter feedback control uses a disturbance observer to match the motor speed to the command value, so even when the second clutch slips, the torque decrease due to the transmission torque can be compensated by the disturbance observer, and the final Specifically, the rotation speed of the motor / generator can be matched with the command value.

  However, in the above feedback control, the hybrid vehicle model to be controlled is switched according to the state of the first clutch and the second clutch, and the control is performed, but the control target when the second clutch is in the slip state This model is the same as the model to be controlled when the second clutch is in the disengaged state, so the clutch transmission torque when the second clutch is in the slip state is also compensated by the feedback loop along with the friction of the vehicle model. Become.

By the way, the clutch transmission torque at the time of slipping of the second clutch changes variously according to the accelerator operation, and the compensation amount corresponding to the change is accumulated in the feedback loop (integrator) and becomes large.
Therefore, during the transition in which the second clutch changes state between the slip state and the non-slip state, the motor / generator rotation speed cannot be set to the command value until the large accumulated compensation amount has been released, and the motor / The problem is that the rotation control response of the generator is poor.

The present invention is based on the recognition of the fact that the above problem is caused by compensating the transmission torque at the time of slipping of the second clutch with the feedback loop together with the friction.
When determining the target motor / generator torque for matching the motor / generator rotation speed to the rotation speed command value, the vehicle model friction and the slip clutch torque transmitted by the second clutch are used. And it is not necessary to compensate for the transmission torque at the time of slip of the second clutch with a feedback loop,
As a result, the compensation amount corresponding to the amount of change in the transmission torque at the time of slip of the second clutch is accumulated in the feedback loop, which can solve the problem that the rotation control response of the motor / generator is deteriorated when the state of the second clutch changes. An object of the present invention is to propose a motor rotation control device for a hybrid vehicle.

For this purpose, the motor rotation control device for a hybrid vehicle according to the present invention has the following configuration described in claim 1.
First, to explain the premise hybrid vehicle,
An engine and a motor / generator are provided as power sources, and a first clutch capable of continuously changing the transmission torque capacity is interposed between the engine and the motor / generator so that the transmission torque capacity is continuously provided between the motor / generator and the driving wheel. With a changeable second clutch,
By disengaging the first clutch and engaging the second clutch, it is possible to select the electric travel mode only by the power from the motor / generator. By engaging both the first clutch and the second clutch, the engine and the motor / generator A hybrid travel mode based on power from both sides can be selected.

The present invention relates to such a hybrid vehicle,
Depending on the engagement state of the first and second clutches, the motor / generator rotation speed is made to coincide with the rotation speed command value by using the friction of the vehicle model and the transmission torque when the second clutch slips. A target motor / generator torque is determined , and the transmission torque at the time of slipping of the vehicle model and the second clutch is added to the target motor / generator torque .

According to the above-described motor rotation control device for a hybrid vehicle according to the present invention,
In determining the target motor / generator torque for matching the motor / generator rotation speed to the rotation speed command value, the vehicle model friction and the slip transmission torque of the second clutch are used.
It is not necessary to compensate for the friction of these vehicle models and the transmission torque at the time of slipping of the second clutch with a feedback loop.

  Therefore, the compensation amount corresponding to the amount of change in the transmission torque at the time of slip of the second clutch is not accumulated in the feedback loop, and due to this accumulation, the above amount of accumulated compensation is released when the state of the second clutch changes. It is possible to avoid the problem that the rotation control response of the motor / generator is deteriorated because the rotation number of the motor / generator cannot be set to the command value until the process is completed.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 (a) shows a power train of a front engine / rear wheel drive hybrid vehicle equipped with a hybrid drive device to which the motor rotation control device of the present invention can be applied, where 1 is an engine and 2 is a drive wheel (rear wheel). ).
In the power train of the hybrid vehicle shown in FIG. 1 (a), the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) The motor / generator 5 is connected to the shaft 4 that transmits the rotation of the motor to the input shaft 3a of the automatic transmission 3.

The motor / generator 5 functions as a motor or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
More specifically, a first clutch 6 is inserted between the motor / generator 5 and the engine 1 and, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 are disconnected by the first clutch 6. Join as possible.
Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

More specifically, a second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3 and more specifically between the shaft 4 and the transmission input shaft 3a. The second clutch 7 causes the motor / generator 5 and the automatic transmission to be inserted. 3 are separably connected.
Similarly to the first clutch 6, the second clutch 7 can be continuously changed in transmission torque capacity. For example, the proportional torque solenoid can continuously control the clutch hydraulic oil flow rate and clutch hydraulic pressure to change the transmission torque capacity. It consists of possible wet multi-plate clutch.

The automatic transmission 3 is the same as that described in pages C-9 to C-22 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003. By selectively engaging and releasing friction elements (such as clutches and brakes), the transmission system path (shift stage) is determined by the combination of engagement and release of these friction elements.
Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  In the power train of FIG. 1 (a) described above, when the electric travel (EV) mode used at the time of low load / low vehicle speed including when starting from a stopped state is required, the first clutch 6 is released, The second clutch 7 is engaged, and the automatic transmission 3 is brought into a power transmission state.

When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When a hybrid travel (HEV travel) mode used during high speed travel or heavy load travel is required, both the first clutch 6 and the second clutch 7 are engaged, and the automatic transmission 3 is set in a power transmission state.
In this state, the output rotation from the engine 1 started by the engagement of the first clutch 6, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a. The automatic transmission 3 shifts the rotation to the input shaft 3a according to the currently selected shift speed and outputs it from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

In FIG. 1 (a), the first clutch 7 for releasably coupling the motor / generator 5 and the drive wheel 2 is interposed between the motor / generator 5 and the automatic transmission 3,
As shown in FIG. 2, even if the second clutch 7 is interposed between the automatic transmission 3 and the differential gear device 8, the same function can be achieved.

In addition, in FIG. 1 (a) and FIG. 2, it is decided to add a dedicated second clutch 7 before or after the automatic transmission 3,
Instead, as the second clutch 7, as shown in FIG. 3, a friction element for selecting a forward shift stage or a friction element for selecting a reverse shift stage existing in the automatic transmission 3 may be used.
In this case, in addition to the second clutch 7 fulfilling the mode selection function described above, the automatic transmission is put into a power transmission state when engaged to fulfill this function, and a dedicated second clutch is not required and the cost is reduced. The top is very advantageous.

  The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.

  The control system shown in FIG. 4 includes an integrated controller 20 that performs integrated control of the operating point of the power train. The operating point of the power train is set to the target engine torque tTe and the target motor / generator torque tTm (the target motor / Generator rotational speed tNm), target transmission torque capacity tTc1 of the first clutch 6, and target transmission torque capacity tTc2 of the second clutch 7.

In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 for detecting an accelerator pedal depression amount (accelerator opening APO) representing a required load state of the engine 1;
A signal from a storage state sensor 16 that detects a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5 is input.

  Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

The integrated controller 20 is a driving mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the above input information. (EV mode, HEV mode), target engine torque tTe, target motor / generator torque tTm (target motor / generator rotation speed tNm during rotation speed control), target first clutch transmission torque capacity tTc1, and target 2 Calculate the clutch transmission torque capacity tTc2.
The target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm (target motor / generator rotation speed tNm) is supplied to the motor / generator controller 22.

The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
The motor / generator controller 22 controls the motor / generator 5 so that the torque Tm becomes the target motor / generator torque tTm. When the motor / generator 5 controls the rotational speed, the rotational speed Nm is the target. The motor / generator 5 is controlled via the battery 9 and the inverter 10 so that the motor / generator rotational speed tNm is obtained.

  The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7, The first clutch 6 and the first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. The second clutch 7 is individually controlled for engaging force.

  FIG. 5 shows a functional block diagram when the motor / generator controller 22 controls the rotational speed so that the rotational speed Nm of the motor / generator 5 matches the target motor / generator rotational speed tNm (command value) as described above.

The vehicle model Gp (s) that is the control target is J, and the control target viscosity term is C.
Gp (s) = 1 / (J ・ s + C) (1)
It is represented by

Here, the control target inertia term J and the control target viscosity term C will be described below.
As representatively shown in FIG. 1 (a), the engine inertia term on the engine side of the first clutch 6 of the hybrid vehicle power train shown in FIGS. 1 to 3 is J1 and the engine viscosity term is C1,
The motor inertia term between the first clutch 6 and the second clutch 7 is J2 and the motor viscosity term is C2,
When the vehicle inertia term on the drive wheel side of the second clutch 7 is J3 and the vehicle viscosity term is C3,
The control target inertia term J and the control target viscosity term C are as shown in FIG. 1 (b) according to the combination of the states of the first clutch 6 and the second clutch 7 (clutch state).
The inertia terms J1, J2, and J3 and the viscosity terms C1, C2, and C3 can be obtained in advance by experiments.

That is, in the clutch state (1) in which both the first clutch 6 and the second clutch 7 are released, the controlled object inertia term J is J2, and the controlled object viscosity term C is C2.
In the clutch state (2) in which the first clutch 6 is engaged and the second clutch 7 is released, the controlled object inertia term J is J1 + J2, and the controlled object viscosity term C is C1 + C2.
In the clutch state (3) in which the first clutch 6 is released and the second clutch 7 is engaged, the controlled object inertia term J is J2 + J3, and the controlled object viscosity term C is C2 + C3.
In the clutch state (4) in which the first clutch 6 and the second clutch 7 are both engaged, the controlled object inertia term J is J1 + J2 + J3, and the controlled object viscosity term C is C1 + C2 + C3.
In the clutch state (5) in which the first clutch 6 is released and the second clutch 7 is slipping, the controlled object inertia term J is J2, and the controlled object viscosity term C is C2.
In the clutch state (6) in which the first clutch 6 is engaged and the second clutch 7 is slipping, the controlled object inertia term J is J1 + J2, and the controlled object viscosity term C is C1 + C2.

In the feedback control according to FIG. 5, the controlled object (vehicle) model Gp (s) expressed by the above equation (1) using the controlled object inertia term J and the controlled object viscosity term C is represented by the first clutch 6 and the second clutch. Depending on the state of the clutch 7, the control is performed by switching to the above,
As apparent from FIG. 1 (b), the controlled object inertia term J = J2 and the controlled object viscosity term C = C2 in the clutch state (5) in which the first clutch 6 is released and the second clutch 7 is slipping. Are the same as the controlled inertia term J = J2 and the controlled viscosity term C = C2 of the clutch state (1) sw in which both the first clutch 6 and the second clutch 7 are released, and
In the clutch state (6) in which the first clutch 6 is engaged and the second clutch 7 is slipping, the controlled object inertia term J = J1 + J2 and the controlled object viscosity term C = C1 + C2 are respectively engaged by the first clutch 6, Since the controlled object inertia term J = J1 + J2 and controlled object viscosity term C = C1 + C2 in the clutch state (2) in which the second clutch 7 is released,
The controlled object (vehicle) model Gp (s) represented by the above equation (1) using the controlled object inertia term J and the controlled object viscosity term C is obtained when the second clutch 7 is in the slip state. Same as when 7 is released.

Therefore, when the rotation control of the motor / generator 5 is performed by the general normal feedback control, the clutch transmission torque when the second clutch 7 is in the slip state is also compensated by the feedback loop together with the friction of the vehicle model,
The amount of compensation corresponding to the change in torque transmitted during the second clutch slip due to accelerator operation is accumulated in the feedback loop (integrator).
When the second clutch 7 changes state between a slip state and a non-slip state, the motor / generator 5 speed Nm cannot be set to the command value tNm until the above-mentioned accumulated compensation is released, and the motor / Problems that the rotation control response of the generator 5 is deteriorated.

Therefore, in this embodiment, when the motor / generator controller 22 controls the rotational speed so as to make the rotational speed Nm of the motor / generator 5 coincide with the target motor / generator rotational speed tNm (command value), this control is performed in particular. This is done as shown in the functional block diagram.
That is, the rotation speed control block of the motor / generator 5 shown in FIG.
A low-pass filter LPF with a transfer function H (s) = 1 / (1 + τh · s) using a disturbance suppression response time constant τh;
A phase compensator INV that is a combination of the low-pass filter LPF and the inverse system {1 / Gp (s)} of the controlled object model;
Model matching term MM1 of transfer function K1 = (J ・ τm ・ C) / τm using command value tracking response time constant τm,
A transfer function K1 of the model matching term MM1 and a transfer function K2 = (C + K1) / K1 using the controlled object viscosity term C are included.

In FIG. 5, first, the target motor / generator rotation speed tNm is passed through the model matching term MM2, and after the model matching, the motor / generator rotation speed Nm is subtracted from the target motor / generator rotation speed tNm. Find the generator speed deviation.
Then, the motor / generator rotation speed deviation is passed through the model matching term MM1, and a motor / generator torque correction amount ΔTm for eliminating the motor / generator rotation speed deviation is obtained.

The phase compensator INV obtains the motor / generator torque that generates the motor / generator rotation speed Nm, and the low-pass filter LPF performs a filter process on the motor / generator torque correction amount ΔTm ′ to the control target,
Obtain the motor / generator torque deviation between the motor / generator torque from the phase compensator INV and the filtered motor / generator torque correction amount ΔTm ′ from the low-pass filter LPF.
By subtracting the motor / generator torque correction amount ΔTm from the model matching term MM1 by this motor / generator torque deviation, the motor / generator torque correction amount ΔTm ′ for the control target is obtained.

However, in the present embodiment, in order to solve the above problem, the motor / generator torque correction amount ΔTm ′ is not directly directed to the control target, and the input variable X = the second clutch slip transmission torque Tcslip and the friction F The value added with is sent to the control target.
The second clutch slip transmission torque Tcslip is the transmission torque when the second clutch 7 is in a slip state.
The friction F is as shown in FIG. 1 (b) depending on the state of the first clutch 6 and the second clutch 7.

That is, as representatively shown in FIG. 1 (a), the engine friction on the engine side of the first clutch 6 of the hybrid vehicle power train shown in FIGS.
The motor friction between the first clutch 6 and the second clutch 7 is F2,
Assuming that the vehicle friction on the drive wheel side of the second clutch 7 is F3, as shown in FIG.
In the clutch state (1) in which both the first clutch 6 and the second clutch 7 are released, the friction F is F2,
In the clutch state (2) in which the first clutch 6 is engaged and the second clutch 7 is released, the friction F is F1 + F2,
In the clutch state (3) in which the first clutch 6 is released and the second clutch 7 is engaged, the friction F is F2 + F3.
In the clutch state (4) in which both the first clutch 6 and the second clutch 7 are engaged, the friction F is F1 + F2 + F3,
In the clutch state (5) in which the first clutch 6 is released and the second clutch 7 is slipping, the friction F is F2,
In the clutch state (6) in which the first clutch 6 is engaged and the second clutch 7 is slipping, the friction F is F1 + F2.
Note that the frictions F1, F2, and F3 can be obtained in advance by experiments.

  When the motor / generator controller 22 in FIG. 4 performs the motor / generator rotation control shown in FIG. 5, the control target inertia term J and the control target used when the control target (vehicle) model Gp (s) is obtained by the above (1) The viscosity term C and the input variable X described above are determined by the control programs shown in FIGS. 6 and 7, respectively.

In step S1 in FIG. 6, it is checked whether the operation mode of the first clutch 6 is engaged or disengaged.
When the operation mode of the first clutch 6 is disengagement, in step S2 and step S3, it is checked whether the operation mode of the second clutch 7 is engaged, slipped or released.
When the first clutch 6 is in the disengagement mode and the second clutch 7 is in the engagement mode, that is, in the clutch state (3) in FIG. 1B, in step S4, the input variable X that matches the clutch state. = F2 + F3 (2nd clutch slip transmission torque Tcslip = 0), controlled inertia term J = J2 + J3, controlled viscosity term C = C2 + C3, whether the clutch state (3) is continued or not Check if it is time to switch to state (3).
If the clutch state (3) is continued, the control is terminated as it is, and the input variable X, the controlled object inertia term J, and the controlled object viscosity term C are kept as they are, and the respective switching (controlled objects) Do not switch).
However, if it is determined in step S4 that the clutch state (3) is switched, the disturbance observer (integrator) including the low-pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S5. At the same time, the input variable X = F2 + F3 (the second clutch slip transmission torque Tcslip = 0), the controlled inertia term J = J2 + J3, and the controlled viscosity term C = C2 + C3 so as to match the switching to the clutch state (3) Contributes to the motor / generator rotation control of FIG.

If it is determined in step S1 that the first clutch 6 is in the disengaged mode and the second clutch 7 is determined in step S2 and step S3 in the slip mode, that is, if the clutch state (5) in FIG. In S6, whether or not the clutch state (5) is continued depending on whether or not the input variable X = F2 + Tcslip corresponding to the clutch state, the control target inertia term J = J2, and the control target viscosity term C = C2 Check if it is time to switch to state (5).
If the clutch state (5) is continued, the control is terminated as it is, and the input variable X, the controlled object inertia term J, and the controlled object viscosity term C are kept as they are, and the respective switching (controlled objects) Do not switch).
However, if it is determined in step S6 that the clutch state (5) is to be switched, a disturbance observer (integrator) composed of the low pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S7. At the same time, the input variable X = F2 + Tcslip, the control target inertia term J = J2, and the control target viscosity term C = C2 are switched to match the switching to the clutch state (5), which contributes to the motor / generator rotation control of FIG.

If it is determined in step S1 that the first clutch 6 is in the release mode and the second clutch 7 is also determined in the release mode in steps S2 and S3, that is, if it is in the clutch state (1) in FIG. In S8, depending on whether or not the input variable X = F2 (the second clutch slip transmission torque Tcslip = 0), the controlled inertia term J = J2, and the controlled viscosity term C = C2 Check whether state (1) is continuing or when switching to clutch state (1).
If the clutch state (1) is continued, the control is terminated as it is, and the input variable X, the controlled object inertia term J, and the controlled object viscosity term C are kept as they are, and the respective switching (controlled objects) Do not switch).
However, if it is determined in step S8 that the clutch state (1) is switched, the disturbance observer (integrator) including the low-pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S9. At the same time, the input variable X = F2 (the second clutch slip transmission torque Tcslip = 0), the controlled inertia term J = J2, and the controlled viscosity term C = C2 to match the switching to the clutch state (1). Contributes to the motor / generator rotation control of FIG.

When it is determined in step S1 that the first clutch 6 is in the engagement mode, it is checked in step S10 and step S11 in FIG. 7 whether the operation mode of the second clutch 7 is engagement, slip, or release.
When the first clutch 6 is in the engagement mode and the second clutch 7 is in the engagement mode, that is, in the clutch state (4) in FIG. 1 (b), in step S12, the input variable X corresponding to the clutch state. = F1 + F2 + F3 (2nd clutch slip transmission torque Tcslip = 0), controlled inertia term J = J1 + J2 + J3, controlled viscosity term C = C1 + C2 + C3 Check if it is time to switch to state (4).
If the clutch state (4) continues, the control is terminated as it is, and the input variable X, the controlled object inertia term J, and the controlled object viscosity term C are kept as they are, and each switching (controlled object) Do not switch).
However, if it is determined in step S12 that the clutch state (4) is switched, a disturbance observer (integrator) composed of the low-pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S13. At the same time, the input variable X = F1 + F2 + F3 (2nd clutch slip transmission torque Tcslip = 0), control target inertia term J = J1 + J2 + J3, control target viscosity term C = C1 + C2 + C3 to match the switch to the clutch state (4) Contributes to the motor / generator rotation control of FIG.

If it is determined in step S1 that the first clutch 6 is in the engaged mode and the second clutch 7 is determined in the slip mode in steps S10 and S11, that is, if the clutch state (6) in FIG. In S14, whether the clutch state (6) is continued or not is determined depending on whether or not the input variable X = F1 + F2 + Tcslip corresponding to the clutch state, the control target inertia term J = J1 + J2, and the control target viscosity term C = C1 + C2. Check if it is time to switch to state (6).
If the clutch state (6) is continued, the control is terminated as it is, and the input variable X, the controlled object inertia term J, and the controlled object viscosity term C are kept as they are, and the respective switching (controlled objects) Do not switch).
However, if it is determined in step S14 that the clutch state (6) is to be switched, a disturbance observer (integrator) composed of the low-pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S15. At the same time, the input variable X = F1 + F2 + Tcslip, the control target inertia term J = J1 + J2, and the control target viscosity term C = C1 + C2 are switched to match the switching to the clutch state (6), which contributes to the motor / generator rotation control of FIG.

If it is determined in step S1 that the first clutch 6 is in the engaged mode and the second clutch 7 is also determined in the disengaged mode in steps S10 and S11, that is, if the clutch state (2) in FIG. In S16, the input variable X corresponding to the clutch state X = F1 + F2 (the second clutch slip transmission torque Tcslip = 0), the control subject inertia term J = J1 + J2, and the control subject viscosity term C = C1 + C2 Check whether state (2) is continuing or when switching to clutch state (2).
If the clutch state (2) is continued, the control is ended as it is, and the input variable X, the controlled inertia term J, and the controlled viscosity term C are kept as they are, and the respective switching (control target) Do not switch).
However, when it is determined in step S16 that the clutch state (2) is switched, a disturbance observer (integrator) including the low-pass filter LPF and the phase compensator INV in FIG. 5 is initialized in step S17. At the same time, switch to the input variable X = F1 + F2 (2nd clutch slip transmission torque Tcslip = 0), control target inertia term J = J1 + J2, control target viscosity term C = C1 + C2 to match the switch to the clutch state (2) Contributes to the motor / generator rotation control of FIG.

According to the motor rotation control device of the hybrid vehicle according to the above-described embodiment,
In determining the target motor / generator torque for matching the rotation speed Nm of the motor / generator 5 with the rotation speed command value tNm, the vehicle model friction F and the slip transmission torque Tcslip of the second clutch 7 are used.
It is not necessary to compensate for the friction F of these vehicle models and the transmission torque Tcslip during slip of the second clutch 7 with a feedback loop.

  Therefore, the compensation amount corresponding to the change amount of the transmission torque Tcslip at the time of the second clutch slip is not accumulated in the feedback loop, and due to this accumulation, the above accumulation compensation amount is reduced when the state of the second clutch 7 is changed. The rotation speed Nm of the motor / generator 5 cannot be set to the command value tNm until the discharge is completed, and the problem that the rotation control response of the motor / generator 5 is deteriorated can be avoided.

Further, the friction F of the vehicle model and the transmission torque Tcslip at the time of slip of the second clutch 7 are used when determining the target motor / generator torque for making the rotation speed Nm of the motor / generator 5 coincide with the rotation speed command value tNm. On the occasion
In order to add the friction F of these vehicle models and the slip transmission torque Tcslip of the second clutch 7 to the target motor / generator torque,
At this time, in order to initialize the disturbance observer (integrator) composed of the low-pass filter LPF and the phase compensator INV (see FIG. 5),
The above effects can be achieved reliably.

  Although detailed description is omitted above, the slip transmission torque Tcslip of the second clutch 7 is estimated from the required driving force determined according to the vehicle operating state, or estimated from the clutch operating oil pressure or the clutch operating oil pressure command value. However, there is a great cost advantage.

By the way, in the above embodiment, the target motor / generator torque for matching the motor / generator rotational speed Nm to the rotational speed command value tNm according to the deviation between the motor / generator rotational speed Nm and the rotational speed command value tNm is The case where it is determined by feedback control has been explained.
Of course, the above-described idea of the present invention can be applied in the same manner when the target motor / generator torque is determined by the feedforward control, and the same effects can be obtained.

  In the above embodiment, the description has been made on the assumption that the power train of the hybrid vehicle shown in FIGS. 1 to 3 is used. However, the present invention is not limited to these, and a single motor / generator performs both hybrid running and engine start. If it is a type of hybrid vehicle, the idea of the present invention can be applied to all types of hybrid vehicles.

1 shows a power train of a hybrid vehicle to which the concept of the present invention can be applied, (a) is a schematic plan view thereof, (b) is a combination of engagement and release states of the first and second clutches, inertia term and viscosity It is relationship explanatory drawing with a term. It is a schematic plan view which shows the power train of the other hybrid vehicle which can apply the idea of this invention. It is a schematic plan view which shows the power train of the further another hybrid vehicle which can apply the idea of this invention. FIG. 4 is a block diagram showing a control system for the power train shown in FIGS. It is a functional block diagram of motor rotation speed control which the motor / generator controller in the control system performs. It is a flowchart which shows the half part of the control object model switching control program which should be performed in the case of the motor rotation speed control which the motor / generator controller performs. It is a flowchart which shows the remainder of the control object model switching control program which should be performed in the case of motor rotation speed control which the motor / generator controller performs.

Explanation of symbols

1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission 4 Transmission shaft 5 Motor / generator 6 First clutch 7 Second clutch 8 Differential gear device 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
20 Integrated controller
21 Engine controller
22 Motor / generator controller

Claims (4)

An engine and a motor / generator are provided as power sources, and a first clutch capable of continuously changing the transmission torque capacity is interposed between the engine and the motor / generator so that the transmission torque capacity is continuously provided between the motor / generator and the driving wheel. With a changeable second clutch,
By disengaging the first clutch and engaging the second clutch, it is possible to select the electric travel mode only by the power from the motor / generator. By engaging both the first clutch and the second clutch, the engine and the motor / generator In a hybrid vehicle that can select a hybrid driving mode by power from both sides,
Depending on the engagement state of the first and second clutches, the motor / generator rotation speed is made to coincide with the rotation speed command value by using the friction of the vehicle model and the transmission torque when the second clutch slips. Determine the target motor / generator torque ,
A motor rotation control device for a hybrid vehicle, characterized in that the friction of the vehicle model and the transmission torque when the second clutch slips are added to the target motor / generator torque . 2. The motor rotation control device according to claim 1, wherein the target motor / generator torque is determined by feedback control according to a deviation between the motor / generator rotation speed and the rotation speed command value .
A motor rotation control device for a hybrid vehicle , wherein a value of a disturbance observer of the feedback control is initialized when the second clutch is switched between an engaged state and a slip state . In the motor rotation control device according to claim 1 or 2,
A motor rotation control device for a hybrid vehicle, wherein the slip transmission torque of the second clutch is estimated from a required driving force determined according to a vehicle operating state . In the motor rotation control device according to claim 1 or 2 ,
A motor rotation control device for a hybrid vehicle, wherein the slip transmission torque of the second clutch is estimated from a clutch hydraulic pressure or a clutch hydraulic pressure command value .

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