JP5446535B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for controlling regenerative braking of a hybrid vehicle including an engine and a motor generator.

  Conventionally, a hybrid vehicle (hereinafter referred to as HEV) in which an engine and a motor generator are mounted as a power source is known (see, for example, Patent Document 1).

  As a HEV drive system, for example, there is a PTO type parallel drive system in which a motor generator is arranged on a separate axis from the engine. As the PTO parallel drive system, there is a side PTO system in which the power of the motor generator is input to the drive wheels via a PTO connected to a countershaft of a transmission (hereinafter referred to as T / M). In addition, the same operation can be performed by a rear PTO type or a T / M built-in type.

  For example, in a rear PTO parallel HEV, a PTO is attached to a T / M output shaft behind the clutch, and a motor generator is connected to the PTO.

  The parallel HEV collects braking energy during deceleration (referred to as regeneration) by a motor generator and performs driving force assist during acceleration to improve fuel efficiency.

  In general, parallel HEV performs regeneration when the accelerator opening is 0% (maximum engine brake) or when the accelerator opening is 0% and the brake is ON.

JP 2009-23372 A

  However, depending on the road, the situation where the accelerator opening is 0% is unlikely to occur, and there is a case where sufficient regeneration for assisting cannot be performed. The current situation is dealt with by increasing the regenerative power (large engine brake). .

  In this case, when the driver does not need a strong deceleration force, the driver depresses the accelerator pedal to the limit and opens the accelerator, so that the time for opening the accelerator is longer than that of the standard vehicle (non-hybrid vehicle). When the engine is slowly decelerated by the engine brake, the fuel cut is performed and the fuel efficiency is improved. In some cases, the regeneration causes the fuel efficiency to deteriorate.

  Further, since the accelerator is opened to the limit, the deceleration time is short, and even if the regenerative power (kW) is increased, the regenerative amount (kWh) is likely to decrease.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a hybrid vehicle control device that solves the above-described problems and increases the regeneration amount of a motor generator.

In order to achieve the above object, the present invention provides a motor generator in which a clutch is provided between an engine of a vehicle and a transmission, and a power transmission system downstream of the clutch serves as a drive source and can perform braking regeneration. In a hybrid vehicle control device that performs braking regeneration by the motor generator when the accelerator opening is 0%, no load is applied depending on the accelerator opening and the clutch rotational speed when the engine output and friction are balanced. When the accelerator opening is smaller than the no-load line, the clutch is disengaged and the engine speed is set to idling or stopped, and coasting control without braking regeneration is performed. The accelerator opening is set in a region where the accelerator opening is smaller than the no-load line. When below the had lines, those having a regeneration control means for performing regenerative braking by the motor generator while holding the clutch in a disconnected state.

  Preferably, the regenerative control means is a virtual engine brake force generated by the engine when the regenerative force of the motor generator is assumed to be the regenerative force of the regenerative braking when the clutch is connected. Is set to the same size.

  Preferably, the regeneration control means causes the engine to perform idling operation or stop when braking regeneration is performed by the motor generator.

In order to achieve the above object, the present invention provides a motor generator in which a clutch is provided between an engine of a vehicle and a transmission, and a power transmission system downstream of the clutch serves as a drive source and can perform braking regeneration. Is connected, and braking regeneration by the motor generator is performed when the accelerator opening is 0%. On the other hand, when the engine is in a no-load state, the clutch is disconnected and the engine is idling or stopped. In a hybrid vehicle control device that performs coasting control, a no-load line is set according to the accelerator opening and the clutch rotational speed when the engine output and friction are balanced, and the accelerator opening is smaller than the no-load line. , Disengage the clutch, idling or stopping the engine speed When coasting control is performed and braking regeneration is not performed, and during the coasting control, when the accelerator opening falls below the deceleration 0 threshold set in the region where the accelerator opening is smaller than the no-load line, While performing braking regeneration by the motor generator with the clutch held in a disengaged state, the regenerative force is set to the same magnitude as the engine braking force generated from the engine when the clutch is assumed to be connected. Regenerative control means is provided .

  According to the present invention, an excellent effect that the amount of regeneration of the hybrid vehicle can be increased is exhibited.

FIG. 1 is a schematic configuration diagram of a control apparatus for a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is an example of a control map according to the present embodiment. FIG. 3 is a diagram for explaining clutch regenerative control according to the present embodiment. FIG. 4 is a diagram for explaining clutch regenerative control according to the present embodiment. FIG. 5 is an example of a lever schedule according to the present embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  A hybrid vehicle control device (hereinafter referred to as a control device) according to the present embodiment is intended for, for example, a PTO parallel drive hybrid vehicle in which a motor generator is attached to a power transmission system of a vehicle via a PTO.

  A schematic structure of the hybrid vehicle and the control device for the hybrid vehicle of the present embodiment will be described based on FIG.

  As shown in FIG. 1, a vehicle 10 is attached to an engine 2 as a drive source, a transmission 4 connected to the engine 2 via a clutch (hereinafter referred to as a main clutch) 3, and the transmission 4. A power take-out device (hereinafter referred to as a PTO device) 5, a motor generator 6 connected to the PTO device 5, and a controller 7 for controlling these devices 2-6.

  The control device of the present embodiment performs braking regeneration by the motor generator 6 when the accelerator opening is substantially 0%, and is configured by the controller 7.

  As will be described in detail later, the controller 7 controls the main when the engine 2 is in the engine brake state (that is, the engine 2 is in resistance to the drive wheel side) even when the accelerator opening exceeds 0%. Regeneration control means for executing clutch disengagement regenerative control in which the clutch 3 is disengaged and braking regeneration by the motor generator 6 is performed.

  The engine 2 is, for example, a multi-cylinder diesel engine. The engine 2 includes a plurality of cylinders 11, an injector 12 for injecting and supplying fuel to each cylinder 11, and an engine speed sensor 13 for detecting the engine speed.

  In the injector 12, the fuel injection amount and the injection timing are controlled by the controller 7. The engine speed sensor 13 is attached to a crankshaft or camshaft (not shown) that forms the output shaft of the engine 2, and transmits the detected value to the controller 7.

  The main clutch 3 is for transmitting and shutting off the power from the engine 2 to the transmission 4, and a clutch body 15 (for example, a wet multi-plate clutch) provided between the engine 2 and the transmission 4, A clutch connecting / disconnecting mechanism 16 for connecting / disconnecting the clutch body 15 is provided.

  The clutch body 15 includes a clutch disk 23, a pressure plate 24, a diaphragm spring 25, a clutch cover 26, and a release fork 27. In the clutch body 15, the pressure plate 24 presses the clutch disk 23 against a disk (for example, flywheel) fixed to the crankshaft by the urging force of the diaphragm spring 25 at the time of connection, and the release fork 27 causes the clutch disk 23 to move to the crankshaft at the time of disconnection. Separated from.

  The clutch connection / disconnection mechanism 16 is basically configured to be automatically connected / disconnected by the controller 7 and to be manually connected / disconnected by the clutch pedal 28.

  More specifically, the clutch connecting / disconnecting mechanism 16 is provided between the master cylinder 29 connected to the clutch pedal 28, the slave cylinder 30 connected to the release fork 27, and the master cylinder 29 and the slave cylinder 30. And an actuator unit 33 connected to the operating cylinder 32 so as to supply and collect hydraulic pressure.

  The operating cylinder 32 has two free pistons 35 and 36, and hydraulic pressure from the actuator unit 33 is supplied between the free pistons 35 and 36.

  The actuator unit 33 has two switching valves 37 and 37 for switching between supply and recovery of hydraulic pressure to the operating cylinder 32, and these switching valves 37 and 37 are controlled by the controller 7.

  In this clutch connecting / disconnecting mechanism 16, when the hydraulic pressure is supplied from the actuator unit 33 to the operating cylinder 32, the slave cylinder 30 is extended and the release fork 27 is operated to the disconnecting side, while the hydraulic pressure to the operating cylinder 32 is stopped. When collected, the release fork 27 returns to the connection side.

  The transmission 4 includes an input shaft 41 connected to the main clutch 3, an output shaft 42 connected to a propeller shaft (not shown), a plurality of the input shaft 41, a counter shaft, a main shaft, an output shaft 42, and the like. Gear (not shown), and the controller 7 automatically controls the shift.

  The transmission 4 is provided with an input shaft rotational speed sensor 43 for detecting the rotational speed of the input shaft 41 of the transmission 4, and the input shaft rotational speed sensor 43 transmits the detected value to the controller 7.

  The power from the output shaft 42 of the transmission 4 is transmitted to the drive wheels through a propeller shaft, a differential gear, and a drive shaft (not shown) in this order. That is, the main clutch 3, the transmission 4, the propeller shaft (not shown), the differential gear, and the drive shaft described above constitute a power transmission system from the engine 2 to the drive wheels.

  The PTO device 5 is a so-called rear PTO, and is attached to an output shaft 42 of the transmission 4 (that is, a power transmission system at a stage subsequent to the main clutch 3). The PTO device 5 transmits power between the output shaft 42 of the transmission 4 and the motor generator 6.

  More specifically, the PTO device 5 disconnects the PTO shaft 53 connected to the output shaft 42 of the transmission 4 via gear trains 51 and 52, and the PTO shaft 53 and the output shaft 42 of the transmission 4. And a clutch (hereinafter referred to as a PTO clutch) 54 for contact.

  The gear trains 51 and 52 are an output shaft side gear 51 that is rotatably provided on the output shaft 42 of the transmission 4, and a PTO shaft side gear that meshes with the output shaft side gear 51 and is fixed to the PTO shaft 53. 52.

  The PTO clutch 54 is composed of, for example, a dog clutch, a sleeve that is non-rotatable and slidable in the axial direction on the output shaft 42 of the transmission 4, and a dog gear that is fixed to the output shaft side gear 51 and engageable with the sleeve. Have The PTO clutch 54 is controlled to be connected / disconnected by the controller 7 and is disconnected, for example, at high speed (at high vehicle speed).

  The PTO shaft 53 is disposed in parallel with the output shaft 42 of the transmission 4. The PTO shaft 53 is connected to a motor generator body 61 described later directly or via a shaft (not shown).

  The motor generator 6 includes a motor generator main body 61 made of an electric motor, and an inverter 62 electrically connected to the motor generator main body 61 and a chargeable / dischargeable battery 63 (for example, a lithium ion battery).

  The motor generator main body 61 is composed of, for example, a permanent magnet type three-phase AC synchronous motor, and a motor shaft (not shown) is connected to the PTO shaft 53 via a reduction gear mechanism or the like.

  Inverter 62 converts alternating current and direct current between motor generator main body 61 and battery 63. The inverter 62 is, for example, a sine wave PWM inverter, and adjusts and controls the current flowing between the motor generator main body 61 and the battery 63.

  More specifically, the inverter 62 controls the driving force of the motor generator body 61 by controlling the current flowing from the battery 63 to the motor generator body 61 when operating the motor generator body 61 as a drive source (motor). . On the other hand, when operating the motor generator 6 as a generator, the inverter 62 controls the current flowing from the motor generator body 61 to the battery 63 to control the regenerative force (braking force) of the motor generator body 61. . The inverter 62 is controlled by the controller 7.

  The controller 7 can communicate with the various actuators 12, 33, 54, 62, the sensors 13, 43, and the accelerator opening sensor 76 for detecting the depression amount (accelerator opening) of the accelerator pedal 75. Connected.

  The illustrated controller 7 includes an engine ECU 71, a transmission ECU 72, and a hybrid ECU 73, and these ECUs 71-73 are connected to each other by an in-vehicle network (CAN) 74 so as to communicate with each other.

  The engine ECU 71 mainly controls the injector 12 of the engine 2. The transmission ECU 72 mainly controls the transmission 4 and the clutch connecting / disconnecting mechanism 16 of the main clutch 3. Hybrid ECU 73 mainly controls PTO clutch 54 and inverter 62 of motor generator 6. The ECUs 71-73 can indirectly control actuators other than the actuators directly controlled by the ECUs 71-73 by mediating other ECUs. For example, coasting control and clutch disengagement control, which will be described later, are executed by the hybrid ECU 73.

  When the vehicle 10 starts and accelerates, the controller 7 supplies the electric power of the battery 63 to the motor generator main body 61 so that the motor generator main body 61 functions as auxiliary power for the engine 2 and assists the start and acceleration.

  On the other hand, when the accelerator opening is substantially 0% during deceleration or braking, the controller 7 converts the kinetic energy of the vehicle 10 into electric energy by the motor generator body 61 and collects it in the battery 63. Note that the accelerator opening is substantially 0% means that, for example, the accelerator opening is equal to or less than a predetermined opening set in consideration of characteristics of the accelerator opening sensor 76, noise, and the like.

  As will be described in detail later, the controller 7 performs coasting control for disengaging the main clutch 3 and idling the engine 2 when the engine 2 is in a no-load state.

  The control device of the present embodiment uses the control conditions (start condition, end condition) of coasting control to increase the regeneration region and efficiency, and to increase the regeneration amount without increasing the deceleration force of the motor generator 6 in the dark clouds. It improves fuel efficiency.

  Next, the operation of the control device of the present embodiment will be described based on FIGS.

  First, coasting control will be described.

  In general, the engine 2 has an internal friction that prevents the engine 2 from rotating, and the internal friction acts as a resistance against the engine 2 in an operating state. The internal friction basically increases as the engine speed increases, and at a certain engine speed, the internal friction is the same as the output obtained by fuel combustion.

  At this time, the output obtained by the combustion is used only for maintaining the rotation of the engine 2, and the substantial output from the engine 2 to the drive wheel side (transmission 4 side) becomes zero. That is, the engine 2 is in a no-load state. In this no-load state, since the output of the engine 2 is 0, even if the engine 2 is disconnected from the power transmission system, there is no influence on the drive wheel side and the vehicle speed does not change.

  Therefore, the coasting control is such that when the output of the engine 2 becomes substantially 0, the main clutch 3 is disconnected to disconnect the engine 2 from the power transmission system, and the engine 2 is rotated at a predetermined idling speed. The fuel injection amount necessary for maintaining the rotation of the engine 2 is reduced by reducing the number to a number, thereby reducing fuel consumption.

  More specifically, the controller 7 starts coasting control when a predetermined start condition is satisfied, and ends coasting control when a predetermined end condition (prohibition condition) is satisfied during execution of the coasting control. .

  The coasting control start condition and end condition will be described with reference to FIG.

  FIG. 2 is a map (hereinafter referred to as a control map) used for coasting control start and end determination, and in detail, a clutch disengagement control, which will be described later. The vertical axis represents engine speed, and the horizontal axis represents accelerator opening. Degree.

  The control map is digitized and stored in storage means (not shown) in the controller 7. When the controller 7 determines the start and end of coasting control, the controller 7 plots the actual accelerator opening and the engine speed on the control map, and plots the points (hereinafter referred to as plot points) and each of which will be described later. Make a comparison with the threshold line.

  Note that the detected value of the accelerator opening sensor 76 is used as the actual accelerator opening. On the other hand, as for the engine speed, since the engine speed is set to the idling speed during the coasting control as described above, the virtual engine speed when the main clutch 3 is assumed to be connected is Used. The virtual engine speed may be a value detected by the input shaft speed sensor 43 (clutch speed) or a value obtained by converting the vehicle speed by the gear ratio of the transmission 4.

  In the control map of FIG. 2, the symbol N is a no-load line indicating zero engine output. The no-load line N is obtained in advance by experiment or the like to obtain the accelerator opening and the engine speed when the output of the engine 2 and the friction are balanced, and the obtained accelerator opening and the engine speed are plotted on a control map. Is set.

  The symbol S is a starting threshold line. The start threshold line S is a threshold line for determining the start of coasting control, and coasting control is performed when the plot point straddles the start threshold line S from the side where the accelerator opening is small to the large side. Be started. The start threshold line S is set by offsetting (shifting) the no-load line N to the side where the accelerator pedal 75 is returned (the side where the accelerator opening is low).

  Symbol A is an acceleration zero threshold line. The acceleration 0 threshold line A is a threshold line for determining the end of coasting control, and during execution of coasting control, the plot point moves the acceleration 0 threshold line A from the side where the accelerator opening is small to the large side. Coasting control is terminated when straddling. The acceleration 0 threshold line A is set by offsetting the no-load line N to the side where the accelerator pedal 75 is depressed (the side where the accelerator opening is large).

  The symbol R is a deceleration 0 threshold line. The deceleration 0 threshold line R is a threshold line for determining the end of coasting control, and during execution of coasting control, the plot point moves the deceleration 0 threshold line R from the side where the accelerator opening is large to the small side. Coasting control is terminated when straddling. The deceleration 0 threshold line R is set by offsetting the no-load line N to the side where the accelerator pedal 75 is returned (the side where the accelerator opening is lower) than the start threshold line S.

  Reference symbol L is a coasting control lower limit line. The coasting control lower limit line L is a line that defines the lower limit of the clutch rotational speed at which coasting control is executed, and is a straight line with a constant clutch rotational speed (referred to as an engine rotational speed threshold). The engine speed threshold value is set near the idling speed described above and higher than the idling speed. That is, even if the main clutch 3 is disengaged near the idling speed, the fuel consumption reduction effect is small, so the main clutch 3 is not disengaged (that is, coasting control is not performed).

  In the following description, the area on the side (right side) where the accelerator opening is larger than the acceleration 0 threshold line A can be controlled in the acceleration area, and the area between the acceleration 0 threshold line A and the deceleration 0 threshold line R can be coasted. The area on the side (left side) where the accelerator opening is smaller than the deceleration area and the deceleration 0 threshold line R is referred to as a deceleration area. In the present embodiment, it is determined that the engine 2 is in a no-load state when the plot point is within the coasting control possibility region.

The starting conditions for coasting control are the following four.
Start condition 1 The operating speed of the accelerator pedal 75 is within the threshold range. Start condition 2 The plot point passes the start threshold line S in the accelerator pedal return direction. Start condition 3 The plot point is within the coasting control possibility region. Start condition 4 Engine rotation Number greater than engine speed threshold (plot point is in area above coasting control lower limit line L)

  When all of these start conditions 1 to 4 are satisfied, the controller 7 starts coasting control.

The coasting control end conditions are the following two.
Termination condition 1 Accelerator pedal 75 operating speed is outside threshold range Termination condition 2 Plot point is out of coasting control possibility range

  When these end condition 1 or end condition 2 is satisfied, the controller 7 ends the coasting control.

  For example, if the driver slightly returns the accelerator pedal 75 in order to apply a small braking force (engine braking force) to the vehicle 10 during the coasting control, the plot point is on the left side of the deceleration 0 threshold line R. In this case, the end condition 2 is satisfied.

  In the present embodiment, when the accelerator pedal 75 is thus returned and coasting control is completed, the clutch disengagement control described above is started.

  Next, clutch regenerative control will be described based on FIG. 3 and FIG.

  The upper side of FIG. 3 shows a general operation example (referred to as coasting control example) when only coasting control is performed. The operation example of this embodiment is shown in the lower side of FIG. In FIG. 3, the horizontal axis represents time, and the vertical axis represents engine speed.

  As shown in FIG. 3, at time t0, the accelerator opening is 70%, and the engine speed increases from time t0 and the vehicle 10 is accelerated.

  At time t1, the accelerator pedal 75 is returned, the accelerator opening becomes 35%, and the coasting control start condition is satisfied. Thereby, coasting control is started and executed from time t1.

  At time t2, the coasting control end condition is satisfied, and the coasting control ends.

  Here, the operation after time t2 is different between the coasting control example (upper side) and the operation example (lower side) of the present embodiment. First, an example of coasting control will be described.

  In the coasting control example, at time t2, the accelerator opening becomes 0%, or the coasting condition cancellation condition (for example, the termination condition 1) is satisfied. As a result, coasting control is terminated, and rotation matching control for connecting the main clutch 3 is started. When the rotational speed of the engine matches the rotational speed of the input shaft 41 of the transmission 4 by this rotation matching control, the main clutch 3 is connected. As a result, the engine brake acts to decelerate the vehicle 10 and reduce the engine speed.

  On the other hand, in the operation example of the present embodiment, at time t2, the accelerator opening (plot point) comes out to the deceleration region side from the deceleration 0 threshold line R of the coasting control, and the coasting control ends. Furthermore, the clutch disengagement regenerative control is started simultaneously with the end of the coasting control.

  Thereby, braking regeneration of motor generator 6 is performed, vehicle 10 is decelerated, and kinetic energy is recovered as electric energy along with the deceleration. Further, the engine speed is maintained at the idling speed, and fuel consumption is suppressed.

  Thus, in this embodiment, when the accelerator pedal 75 enters the deceleration region on the return side from no-load during coasting control, the vehicle operates in the order of traveling regeneration from coasting control to clutch disengagement control.

  That is, energy regeneration is not performed in the coasting control possibility region. It is proved by coasting control that energy is not required to be taken in and out of this region.

  After that, when the accelerator opening is further reduced or the engine speed is decreased and the vehicle goes out of the coasting control region, regeneration is started.

  When the controller 7 performs braking regeneration by the motor generator 6, the regenerative force of the braking regeneration is the same as the virtual engine braking force generated by the engine 2 when it is assumed that the main clutch 3 is connected. Set to.

  The regenerative amount (and regenerative power) can be calculated by the lever schedule, accelerator opening, and engine speed shown in FIG. In this case, since the clutch is disengaged and idling is rotated (or the engine 2 is stopped), the engine speed is calculated from the vehicle speed and gear ratio or the rotation speed of the input shaft 41 of the transmission 4 is used. In the present embodiment, the engine speed and engine torque (calculated from the accelerator opening and the lever schedule) are regenerated (kW).

  Thereafter, as long as the plot point does not cross the no-load line N on the acceleration region side (+ side), regeneration is continued even if the accelerator pedal 75 is stepped on, and clutch regenerative control is continued. That is, in the present embodiment, not only the vertical axis but also the deceleration area and the coasting control possibility area are regenerative areas.

  Next, the traveling regeneration operation based on coasting control will be described with reference to FIG. FIG. 4 is obtained by adding lines T1 to T5 indicating an example of accelerator pedal operation to the control map of FIG. These lines T1-T5 are the locus of the plot points described above.

  First, when the accelerator pedal 75 is returned as shown by the line T1 and the plot point straddles the no-load line N, the controller 7 first starts coasting control.

  After the start of the coasting control, the accelerator pedal 75 is further returned, and regeneration is performed when the plot point exceeds the deceleration 0 threshold line R of the coasting control as shown by a line T2. That is, the controller 7 shifts from coasting control to clutch disengagement control.

  Thereafter, even if the accelerator opening is increased or decreased as indicated by the line T3, if the plot point is in the deceleration region, regeneration is performed based on the above-described regeneration amount calculation.

  When the accelerator pedal 75 is depressed during the regeneration and the plot point exceeds the no-load line N toward the acceleration region as shown by a line T4, the clutch disengagement regeneration control is stopped.

  Specifically, the controller 7 ends the braking regeneration of the motor generator 6. Further, the rotation matching control is executed so that the engine speed matches the rotation speed of the input shaft 41 of the transmission 4, and then the main clutch 3 is connected.

  On the other hand, when the accelerator pedal 75 is completely returned during regeneration and the accelerator opening becomes substantially zero as shown by the line T5, the regeneration amount corresponding to the engine brake or the exhaust brake is set.

  Specifically, the controller 7 controls the regenerative force of the motor generator 6 to the same magnitude as the braking force by the exhaust brake when the exhaust brake switch provided in the driver's seat or the like is on, and when it is off. Controls the regenerative force of the motor generator 6 to the same magnitude as the engine brake force (maximum engine brake force) calculated based on the lever schedule described above.

  That is, as in the case of the line T5, when the accelerator opening degree becomes 0% as it is, the conventional braking regeneration is performed. I do.

  Next, the calculation of the regeneration amount in the clutch disengagement regeneration control will be described based on FIG.

  FIG. 5 is a lever schedule of the engine 2, where the vertical axis represents the engine torque and the horizontal axis represents the engine speed. Line 10% -line 100% in the figure shows the relationship between engine speed and engine torque at each accelerator opening.

  The regeneration amount is calculated by calculating torque from the accelerator opening in the regeneration region and engine speed in FIG. 3 according to the lever schedule in FIG. 5, and W = engine speed Ne (rpm) × engine torque Te (Nm) × 2π / 60 can be calculated.

  For adjustment, it is easy to tune by multiplying a coefficient (example: a) and adding a constant (example: b). For example, the calculation formula is W = a × Ne (rpm) × Te (Nm) × 2π / 60 + b.

  This lever schedule is obtained by experiments or the like and stored in advance as a map in storage means (not shown) of the controller 7. For example, the controller 7 uses the engine torque read from the lever schedule based on the detection values of the accelerator opening sensor 76 and the input shaft rotation speed sensor 43 as a virtual engine braking force (that is, the regenerative force of the motor generator 6). And

  Thus, according to the present embodiment, not only the conventional accelerator opening 0% but also energy regeneration during traveling can be performed, so that regeneration can be performed efficiently.

  Further, since the coasting region is not regenerated, the movement of the vehicle 10 on the actual road becomes the same as that of the standard vehicle (non-hybrid vehicle), so that the driver does not feel uncomfortable.

  According to the present embodiment, the regeneration region can be widened, and the deceleration of the accelerator opening 0% does not increase excessively, so that the driver does not open the accelerator to the last minute, and the original fuel consumption of the hybrid vehicle can be improved. It becomes.

  In addition, the idling operation of the engine 2 is performed during the coasting control and the clutch regenerative control, so that the fuel consumption can be improved.

  In addition, this invention is not limited to the above-mentioned embodiment, Various modifications and application examples can be considered.

  For example, in the above-described embodiment, the motor generator is connected to the rear PTO attached to the transmission, but the attachment position of the motor generator is not limited to this. For example, the side PTO attached to the counter shaft of the transmission may be used.

  In the above-described embodiment, the engine is idling during execution of coasting control and clutch disengagement control. However, the present invention is not limited to this, and the engine may be stopped.

  In the embodiment described above, the clutch disengagement control is continued even when the plot point returns to the coasting control possibility region during the clutch disengagement control. However, the present invention is not limited to this, and the plot point returns to the coasting control possibility region. It is also conceivable to shift from coasting regenerative control to coasting control.

  It is also conceivable to omit coasting control. For example, when the plot point is on the left side of the no-load line N (side where the accelerator opening is small), it is conceivable to perform clutch regenerative control even in the coasting control possibility region.

DESCRIPTION OF SYMBOLS 10 Vehicle 2 Engine 3 Clutch 4 Transmission 6 Motor generator 7 Regenerative control means

Claims (4)

A clutch is provided between the engine of the vehicle and the transmission, and a motor generator that can drive and regenerate braking is connected to the power transmission system downstream of the clutch, and the braking regeneration by the motor generator is accelerated. In the hybrid vehicle control apparatus, which is performed when the opening degree is 0%,
A no-load line is set according to the accelerator opening and clutch speed when the engine output and friction are balanced. When the accelerator opening is smaller than the no-load line, the clutch is disconnected and the engine speed is set to idling or stopped. When coasting control that does not perform braking regeneration is performed, and the accelerator opening falls below the deceleration 0 threshold set in a region where the accelerator opening is smaller than the no-load line during the coasting control A control apparatus for a hybrid vehicle, comprising: regeneration control means for performing braking regeneration by the motor generator while the clutch is kept disengaged .   The regenerative control means, when performing braking regeneration by the motor generator, has the same regenerative force as that of a virtual engine braking force generated by the engine when it is assumed that the clutch is connected. The control device for a hybrid vehicle according to claim 1, wherein the control device is set.   The hybrid vehicle control device according to claim 1, wherein the regeneration control means causes the engine to perform idling operation or stop when performing braking regeneration by the motor generator. A clutch is provided between the engine of the vehicle and the transmission, and a motor generator capable of generating a drive and capable of braking regeneration is connected to a power transmission system downstream of the clutch, and the braking regeneration by the motor generator is accelerated. Do this when the opening is 0%,
On the other hand, in the control apparatus for a hybrid vehicle configured to perform coasting control for disengaging the clutch and idling or stopping the engine when the engine is in a no-load state,
A no-load line is set according to the accelerator opening and clutch speed when the engine output and friction are balanced. When the accelerator opening is smaller than the no-load line, the clutch is disconnected and the engine speed is set to idling or stopped. When coasting control that does not perform braking regeneration is performed, and the accelerator opening falls below the deceleration 0 threshold set in a region where the accelerator opening is smaller than the no-load line during the coasting control The brake regeneration by the motor generator is performed with the clutch held in a disconnected state, and the regenerative force is set to the same magnitude as the engine brake force generated from the engine when the clutch is assumed to be connected. A control device for a hybrid vehicle, comprising: a regeneration control means for performing the operation .

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