JP5899612B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle having an engine, a motor generator, and an automatic transmission in a drive system.

A hybrid vehicle is known that includes a motor generator between an engine and a stepped automatic transmission.
In this type of hybrid vehicle, when decelerating by operating the brake, the motor generator generates regenerative torque by the amount that reduces the braking force by the friction brake, which is the mechanical brake component, to achieve the desired deceleration. However, the kinetic energy is converted into electric energy and regenerative control is executed to improve fuel efficiency.

  Further, when there is a shift request of the automatic transmission during the execution of the regenerative control, regenerative torque limiting means for limiting the regenerative torque to be less than or equal to the transmittable torque of the automatic transmission is provided, and during the shift control, that is, the second friction engagement element CL2. By limiting the regenerative torque to the CL2 torque capacity during the slip control, the simultaneous processing during the second frictional engagement element CL2 slip control (shift control) is performed (see Patent Document 1).

JP 2008-104306 A

  However, when the brake pedal force increases due to the driver's brake operation during the execution of the regenerative control, the motor generator's regenerative torque is increased based on the increase in the brake force of the mechanical brake to execute the cooperative regenerative control. During the slip of the second frictional engagement element CL2 due to a hydraulic response delay or the like, a shock occurs when the second frictional engagement element CL2 increases in slip and when the slip is converged.

In such a scene, when the regenerative torque is to be secured at the time of starting the engine, when the regenerative torque is immediately increased at the time of switching from the N range (neutral range) to the D range (drive range), the second This may occur when the frictional engagement element CL2 is in a μ slip (CL2 minute slip).
Thus, there is a scene where the driver's intention cannot be realized when the driver's brake depression operation as the second frictional engagement element CL2 is performed.

  The present invention provides a hybrid vehicle capable of preventing the occurrence of a shock due to an unintended slip caused by a hydraulic response delay by prohibiting an increase in regenerative torque when a brake operation is performed during slip control of a friction engagement element. A control device is provided.

The present invention is based on a stepped automatic transmission including a second frictional engagement element interposed between a motor generator and a drive wheel, which is fastened to an engine via a first frictional engagement element, and a mechanical brake operation. It computes a target regenerative torque by comparing the maximum regenerative torque based on the target brake torque and the vehicle speed information from the brake controller, the regenerative torque based on a difference between the regeneration execution propeller shaft torque and the target braking torque based on the calculation of targets regenerative torque in and a cooperative regeneration control execution means for executing a cooperative regenerative control by outputting a brake corresponding torque of uncompensated difference from brake controller as a mechanical brake corresponding torque.
The cooperative regenerative control execution means includes a determination unit that determines whether the target brake torque is increased by mechanical brake operation and whether or not the second friction engagement element is slipping, and a friction engagement element when the target brake torque is increased. Regenerative torque increase prohibiting means for prohibiting an increase in the regenerative torque by holding the regenerative execution propeller shaft torque constant during the slip.

According to the present invention, the target regeneration execution torque is kept constant for a predetermined time after the engagement of the frictional engagement element even when the mechanical brake operation is performed during the regeneration control and the slip control of the frictional engagement element. prohibits an increase in regenerative torque by, since the thereby bear the brake increment based on the mechanical brake operation mechanical brake, it is possible to prevent occurrence of unintended shock.

FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied. FIG. 2 is a diagram showing an example of a shift map of the automatic transmission AT set in the AT controller 7 of the first embodiment. FIG. 3 is a diagram illustrating an example of an EV-HEV selection map set in the mode selection unit of the integrated controller 10 according to the first embodiment. FIG. 4 is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 5 is a fastening operation table showing a fastening state of each friction element for each shift stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 6 is a block diagram illustrating an example of calculation performed by the control device according to the first to third embodiments. FIG. 7 is a flowchart showing the details of the regenerative control of the integrated controller when the regenerative control is executed and the brake is depressed while the engine is starting. FIG. 8 is a timing chart showing the conventional regenerative control of the integrated controller when the regenerative control is executed and the brake is depressed while the engine is starting. FIG. 9 is a timing chart illustrating the regeneration control according to the first embodiment. FIG. 10 is an explanatory diagram of the control device according to the second embodiment, and is a flowchart showing details of the regenerative control of the integrated controller when the regenerative control is executed and the brake depression is during the shift range selection. FIG. 11 is a timing chart showing the conventional regenerative control of the integrated controller when the regenerative control is executed and the brake is depressed during the shift range selection. FIG. 12 is a timing chart illustrating the regeneration control according to the second embodiment. FIG. 13 is a flowchart showing the details of the regenerative control of the integrated controller when the regenerative control is executed and the brake depression is in a minute slip of the frictional engagement element. FIG. 14 is a timing chart showing the conventional regenerative control of the integrated controller when the regenerative control is executed and the brake depression is in a minute slip of the frictional engagement element. FIG. 15 is a timing chart illustrating the regeneration control according to the third embodiment.

  Hereinafter, the form of the control apparatus of the hybrid vehicle of this invention is demonstrated based on Example 1 shown on drawing.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which the control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first friction engagement element CL1 (mode switching means), a motor generator MG, and a second friction engagement. Element CL2, automatic transmission AT, transmission input shaft IN, mechanical oil pump MO / P, sub oil pump SO / P, propeller shaft PS, differential DF, left drive shaft DSL, right drive It has a shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and performs engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first frictional engagement element CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on the first clutch control command from the first clutch controller 5. Engagement / semi-engagement state / release is controlled by the first clutch control oil pressure. As the first frictional engagement element CL1, for example, complete engagement is maintained by an urging force of a diaphragm spring, and from complete engagement to slip engagement to complete release is controlled by stroke control using a hydraulic actuator 14 having a piston 14a. A normally closed dry single-plate clutch is used.

  Motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and three-phase alternating current generated by inverter 3 is applied based on a control command from motor controller 2. Is controlled. The motor generator MG can operate as an electric motor that is driven to rotate by receiving electric power supplied from the battery 4 (powering). When the rotor receives rotational energy from the engine Eng or driving wheels, It functions as a generator that generates electromotive force at both ends, and can also charge the battery 4 (regeneration). The rotor of the motor generator MG is connected to the transmission input shaft IN of the automatic transmission AT.

  The second frictional engagement element CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. Fastening / slip fastening / release is controlled by the control oil pressure. As the second friction engagement element CL2, for example, a normally open wet multi-plate clutch or wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are incorporated in a hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches the stepped gears according to the vehicle speed, the accelerator opening, and the like. In the first embodiment, the stepped gear has seven forward speeds and one reverse speed. It is a transmission. In the first embodiment, the second frictional engagement element CL2 is not newly added as a dedicated clutch independent of the automatic transmission AT, but a plurality of frictions that are engaged at each gear stage of the automatic transmission AT. Among the elements, a friction element (clutch or brake) that matches a predetermined condition is selected.

  A mechanical oil pump M-O / P driven by the transmission input shaft IN is provided on the transmission input shaft IN (= motor shaft) of the automatic transmission AT. And when the discharge pressure from the mechanical oil pump MO / P is insufficient when the vehicle is stopped, etc., a sub oil pump SO / P driven by an electric motor is provided in the motor housing or the like in order to suppress a decrease in hydraulic pressure. . The drive control of the sub oil pump S-O / P is performed by the AT controller 7.

  A propeller shaft PS is connected to the transmission output shaft OUT of the automatic transmission AT. The propeller shaft PS is coupled to the left and right rear wheels RL and RR via a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The FR hybrid vehicle has an electric vehicle mode (hereinafter referred to as “EV mode”), a hybrid vehicle mode (hereinafter referred to as “HEV mode”), a driving torque control mode (hereinafter referred to as “HEV mode”) as driving modes depending on driving modes. Hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first friction engagement element CL1 is released and the vehicle travels only with the driving force of the motor generator MG, and has a motor travel mode and a regenerative travel mode. This “EV mode” is selected when the required driving force is low and the battery SOC is secured.

  The “HEV mode” is a mode that travels with the first frictional engagement element CL1 engaged, and has a motor assist travel mode, a power generation travel mode, and an engine travel mode, and travels in any mode. The “HEV mode” is selected when the required driving force is high or when the battery SOC is insufficient.

  In the “WSC mode”, the second frictional engagement element CL2 is maintained in the slip engagement state by controlling the rotation speed of the motor generator MG, and the clutch transmission torque passing through the second frictional engagement element CL2 is applied to the vehicle state and the driver's operation. In this mode, the vehicle travels while controlling the clutch torque capacity so that the required driving torque is determined accordingly. The “WSC mode” is selected in a travel region where the engine speed is lower than the idle speed, such as when the vehicle is stopped, started, or decelerated in the selected state of the “HEV mode”.

Next, the electric control circuit system of the FR hybrid vehicle will be described.
As shown in FIG. 1, the electric control circuit system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic pressure. The unit 6 includes an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The controllers 1, 2, 5, 7, 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.

The engine controller 1 receives engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information.
Then, the engine controller 1 outputs a command for controlling the engine operating point (Ne, Te) to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, the target MG torque command and target MG rotation speed command from the integrated controller 10, and other necessary information. Then, the motor controller 2 outputs a command for controlling the motor operating point (Nm, Tm) of the motor generator MG to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, the target CL1 torque command from the integrated controller 10, and other necessary information. Then, the first clutch controller 5 outputs a command for controlling engagement / half-engagement / release of the first friction engagement element CL1 to the first clutch hydraulic unit 6 in the hydraulic control valve unit CVU.

  Information from the accelerator opening sensor 16, the vehicle speed sensor 17, other sensors 18, and the like is input to the AT controller 7. Then, the AT controller 7 searches for the optimum gear position based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map shown in FIG. A control command for obtaining the searched gear position is output to the hydraulic control valve unit CVU. The shift map is a map in which an up shift line and a down shift line are written according to the accelerator opening APO and the vehicle speed VSP, as shown in FIG.

  In addition to this shift control, the AT controller 7 sends a command for controlling the slip engagement of the second friction engagement element CL2 to the second clutch in the hydraulic control valve unit CVU when the target CL2 torque command is input from the integrated controller 10. Second clutch control to be output to the hydraulic unit 8 is performed.

  The brake controller 9 includes a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, a brake stroke BS as sensor information from the brake stroke sensor 20, and a regeneration execution P / as a regeneration cooperative control command from the integrated controller 10. S torque STRB and other necessary information can be input. For example, when the brake controller 9 is braked, when the regenerative braking force is insufficient with respect to the required braking force obtained from the brake stroke BS, the brake controller 9 uses the mechanical braking force (hydraulic braking force or motor braking force). ) Perform cooperative regenerative braking control to compensate.

  The integrated controller 10 is responsible for managing the energy consumption of the entire vehicle and running the vehicle with the highest efficiency. The motor speed sensor 21 and other sensors and switches 22 for detecting the motor speed Nm. Necessary information and information via the CAN communication line 11 are input. Then, the integrated controller 10 sends a target engine torque command to the engine controller 1, a target MG torque command (motor torque command value TTMG) and a target MG rotational speed command to the motor controller 2, a target CL1 torque command to the first clutch controller 5, AT A target CL2 torque command is output to the controller 7 and a regenerative cooperative control command is output to the brake controller 9.

The integrated controller 10 searches for the optimum driving mode based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the EV-HEV selection map shown in FIG. 3, and the searched driving mode is set as the target driving mode. As a mode selection unit.
In this EV-HEV selection map, when the operating point (APO, VSP) that exists in the EV region crosses, the EV⇒HEV switching line that switches from “EV mode” to “HEV mode” and the operating point that exists in the HEV region When (APO, VSP) crosses, the HEV⇒EV switching line that switches from “HEV mode” to “EV mode” and when the operating point (APO, VSP) enters the WSC range when “HEV mode” is selected, the “WSC mode” HEV⇒WSC switching line to switch to "is set.

  The HEV → EV switching line and the HEV → EV switching line are set with a hysteresis amount as a line separating the EV region and the HEV region. The HEV⇒WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idling speed when the automatic transmission AT is in the first speed. However, while the “EV mode” is selected, if the battery SOC falls below a predetermined value, the “HEV mode” is forcibly set as the target travel mode.

  FIG. 4 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed. The driving force from at least one of the engine Eng and the motor generator MG is input from the transmission input shaft IN, and four planets. The rotational speed is changed by the gear and the seven friction elements, and is output from the transmission output shaft OUT.

  The transmission gear mechanism includes a first planetary gear set GS1 and a third planetary gear G3 formed by a first planetary gear G1 and a second planetary gear G2 in order on an axis from the transmission input shaft Input side to the transmission output shaft Output side. A second planetary gear set GS2 by the fourth planetary gear G4 is arranged. Further, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, a first pinion P1, and a first carrier PC1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, a second pinion P2, and a second carrier PC2. The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, a third pinion P3, and a third carrier PC3. The fourth planetary gear G4 is a single pinion type planetary gear having a fourth sun gear S4, a fourth ring gear R4, a fourth pinion P4, and a fourth carrier PC4.

  The transmission input shaft IN is connected to the second ring gear R2, and the rotational driving force from at least one of the engine Eng and the motor generator MG is input to the transmission input shaft IN. The transmission output shaft OUT is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by the first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by the second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first clutch C1 (= input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft IN and the second connecting member M2. The second clutch C2 (= direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (= H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. The second one-way clutch F2 (= 1 & 2 speed one-way clutch 1 & 2OWC) is disposed between the third sun gear S3 and the fourth sun gear S4. The first brake B1 (= front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 (= first-speed one-way clutch 1stOWC) is arranged in parallel with the first brake B1.

The second brake B2 (= low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (= 2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case.
The fourth brake B4 (= reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.

FIG. 5 is a fastening operation table showing a fastening state of each friction element for each gear stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied. In FIG. 5, ◯ indicates that the friction element is hydraulically engaged in the drive state, and (◯) indicates that the friction element is hydraulically engaged (one-way clutch operation in the drive state) in the coast state. No mark indicates that the friction element is in a released state.
Among the friction elements provided in the speed change gear mechanism configured in this way, one of the friction elements that has been fastened is released, and one of the friction elements that have been released is fastened, thereby performing a crossover shift. As described below, it is possible to realize a shift speed of seven forward speeds and one reverse speed.

  That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged.

  In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged.

  In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

Next, the calculation of the integrated controller 10 when regenerative control according to the first to third embodiments of the present invention is executed and when the brake is depressed will be described with reference to FIG.
Here, the description will be made on the assumption that the vehicle is running on a coast where the accelerator is not stepped on.

FIG. 6 is a calculation block diagram showing a calculation method for obtaining the target motor torque from the coast driving force according to the vehicle speed during the coast and a calculation method for obtaining the regeneration execution torque when the brake is requested.
The integrated controller 10 calculates the target regeneration execution torque STRB (target regeneration torque) from the difference between the target brake stroke (target brake torque) from the brake controller based on the mechanical brake operation and the maximum regeneration torque based on the vehicle speed information, and performs cooperative regeneration. It has a function as a cooperative regeneration control execution means for executing control.

First, details of the operation of the integrated controller 10 will be described below.
The overall controller 10 calculates the coast driving force according to the target creep / coast driving force map M1 ′ based on the vehicle speed VSP input via the AT controller 7 during coasting.

  Next, the integrated controller 10 calculates a coasting propeller shaft torque (hereinafter referred to as coasting P / S torque) from the ratio between the tire radius and the final gear in the circuit M2 ′, and the torque ratio [−] in the circuit M3 ′. The coast input torque is obtained from the coast P / S torque. This coast input torque is used for calculating the motor torque command value TTMG and calculating the in-gear estimated regenerative input torque.

The in-gear estimated regenerative input torque is obtained by subtracting the coast input torque from the estimated motor torque STMG in the circuit M4. In the circuit M5, the in-gear estimated regenerative input torque is calculated from the torque ratio [−] and the in-gear estimated regenerative input torque. The time estimated regenerative P / S torque is obtained and finally outputted as the regenerative execution P / S torque STRB via the absolute value circuit M6.
Here, since it is description of cooperative regenerative control at the time of brake depression, the detailed description about this calculation is abbreviate | omitted.

  The integrated controller 10 obtains the power generation lower limit torque from the motor rotation speed sensor 21 in the circuit M7, calculates the maximum regenerative input torque by subtracting the coast input torque from the power generation lower limit torque, and the circuit M8 calculates the absolute value. The maximum regenerative P / S torque is calculated from the torque ratio [-] and the absolute value in the circuit M9.

The brake controller (BBW) 9 calculates the brake request P / S torque RBCOM based on the target brake force stroke (target brake torque) BS from the brake stroke sensor 20, and the brake request P / S torque RBCOM is calculated by the integrated controller 10. Output toward.
The integrated controller 10 compares the maximum regenerative P / S torque with the brake request P / S torque RBCOM in the comparison circuit M10, and determines whether or not the maximum regenerative P / S torque is greater than the brake request P / S torque RBCOM. Judgment is made, and the judgment result is outputted to the arithmetic judgment circuit M11 as a means for prohibiting the increase of regenerative torque.

  The calculation determination circuit M11 is in the rotational speed control (engine start request signal) in the first embodiment, the shift signal from the N range to the D range in the second embodiment, and the CL2 slip control permission signal in the third embodiment from the control permission to the CL2 slip. It is determined whether or not the control is prohibited. The arithmetic determination circuit M11 also determines an increase in the target brake torque.

  After determining whether the engine start request signal, the shift signal from the N range to the D range, or the CL2 slip control permission signal has been disabled from the control permission to the CL2 slip control, the arithmetic determination circuit M11 performs the target regeneration P / S torque ( Target regeneration torque) is calculated, and regeneration execution P / S torque STRB is output to the brake controller 9.

The integrated controller 10 divides the target regenerative P / S torque by the torque ratio [−] in the circuit M12, and then calculates the target regenerative input torque by multiplying by “−1” in order to consider the regenerative component in the circuit M13. In the circuit M14, a motor torque command value TTMG is obtained from the coast input torque and the target regenerative input torque, and this motor torque command value TTMG is output to the motor controller 2.
The motor controller 2 sets the motor torque based on the motor torque command value TTMG.

  Based on the difference between the regenerative execution P / S torque STRB and the brake request P / S torque (torque corresponding to the target brake torque BBW), the brake controller 9 generates a brake torque difference that is not compensated for by the regenerative torque by the motor controller 2. A mechanical brake torque is output to each brake unit (not shown), and usually, regenerative cooperative control is executed.

The integrated controller 10 monitors whether or not the brake pedal force is increased. During the engine start in the first embodiment, during the selection from the N range to the D range in the second embodiment, the second friction engagement in the third embodiment. If it is determined that the state is any one of the minute slips of the element CL2, the increase of the regeneration execution P / S torque STRB is prohibited.
That is, during engine start (Example 1), during selection from the N range to D range (Example 2), during a minute slip of the second frictional engagement element CL2 (Example 3), even when the brake is depressed, Regenerative execution P / S torque STRB is kept constant.

Therefore, the regenerative torque by the motor controller 2 is kept constant even when the brake is depressed when the engine is started, during the selection from the N range to the D range, or during the minute slip of the second friction engagement element CL2.
On the other hand, since the regeneration execution P / S torque STRB is kept constant, the brake controller 9 outputs the brake increase due to the depression of the brake to the brake unit of each wheel as a mechanical brake torque ΔF, which is not intended. Shock prevention due to slipping is achieved.

  Details of the control of the integrated controller 10 when the regenerative control is executed and the brake is depressed while the engine is starting are shown in the flowchart shown in FIG. 7, the conventional control timing chart shown in FIG. 8, and the embodiment shown in FIG. 1 will be described with reference to the control timing chart of FIG.

First, the flowchart shown in FIG. 7 will be described.
When the brake is depressed, the integrated controller 10 determines whether or not the brake depression force has increased (S.1). The integrated controller 10 is an S.I. 1, when it is determined that the brake pedal force has not increased (in the case of NO), a normal regeneration control process is executed.
The integrated controller 10 is an S.I. 1, when it is determined that the brake pedal force is increasing (in the case of YES), it is determined whether or not the engine is being started (second slip engagement element CL2 is slipping) (S.2). The integrated controller 10 is an S.I. In step 2, when it is determined that the engine is not being started (in the case of NO), a normal regeneration control process is executed.

In other words, when the increase in the target brake torque due to the brake operation can be replaced by the regenerative torque by the motor generator MG, the integrated controller 10 performs replacement by torque distribution, and mechanically increases the torque corresponding to the replacement torque. Reduce the brake load.
The integrated controller 10 is an S.I. When it is determined in 2 that the engine is being started (in the case of YES), regenerative torque is limited. That is, the integrated controller 10 performs a process of setting the increase in the regenerative torque to “0” Nm (zero newton meter) (S.3).

The integrated controller 10 performs this S.D. 1 to S.M. Repeat step 3.
Next, after briefly explaining “engine start control” performed by a command from the integrated controller 10, a comparative example shown in FIG. 8 and an embodiment shown in FIG. 9 will be described.

  When the accelerator opening APO exceeds the engine start line in the running state in the EV mode, an engine start request is issued, and “engine start control” is started based on the engine start request. In the engine start control, first, the torque capacity of the second clutch CL2 is controlled so that the second frictional engagement element CL2 is slipped into the half-clutch state. Then, after determining the start of slipping of the second frictional engagement element CL2, the engagement of the first frictional engagement element CL1 is started, and the engine rotation is increased by cranking with the motor generator MG as the starting motor. Then, when the engine speed reaches a speed at which the initial explosion is possible, the engine Eng is burned and the first friction engagement element CL1 is completely fastened when the motor speed and the engine speed become close. Thereafter, the second frictional engagement element CL2 is locked up and transitioned to the HEV mode.

First, the comparative example of FIG. 8 will be described.
When there is an engine start request command at time t0, the engagement hydraulic capacity of the second friction engagement element CL2 decreases in order to cause the second friction engagement element CL2 to slip into the semi-engagement state. Next, at time t1, an inertia phase flag SIP indicating a change in the input shaft rotation speed or a change in the gear ratio due to the progress of the shift operation is output.

  Next, from time t1 to time t2, the engagement hydraulic capacity of the second friction engagement element CL2 gradually increases toward a predetermined value, the motor torque of the motor generator MG increases, and the engine Eng starts rotating at time t2. To do. During the engine rotation start, the engagement hydraulic capacity of the second friction engagement element CL2 is kept constant in order to secure the slip amount.

  After the engine rotation starts, the rotation speed of the engine Eng is increased by the motor generator MG. When the engine first detonates between time 2 and time t3 and approaches the target rotation speed determined by the in-gear rotation speed near the time t3, the engine The increase in the number of rotations decreases. Between the time t2 and the time t3, the motor torque of the motor generator MG changes according to the rotational speed of the engine Eng.

When the engine speed reaches the target speed (in-gear speed), the output of the inertia phase flag SIP is stopped at time t4, the slip control of the second friction engagement element CL2 is converged, and the second friction engagement element CL2 The fastening hydraulic capacity increases to the line hydraulic pressure.
For example, when the brake is stepped on at any time tx from time t1 to t3 during the engine start, the target regeneration execution P / S (STRB) increases as indicated by the solid line RE1. That is, the regeneration process is executed. Therefore, the mechanical brake torque ΔF is “0” as indicated by the broken line B1.
Such a CL2 torque capacity of the second fastening element secures the regenerative torque. However, if the regenerative torque is secured due to variations in the second fastening element CL2 torque capacity and disturbance (engine friction load) during engine start-up. The slip cannot be maintained.

  For this reason, the actual braking force RB cannot be followed by the hydraulic response delay of the second frictional engagement element CL2, and the actual braking force RB changes stepwise as shown at times tx1, tx2, and tx3, which is not intended. There is a risk of shock due to slip.

  On the other hand, in the first embodiment, as shown in FIG. 9, even if the brake is stepped on at the time tx during engine startup, the arithmetic determination circuit M11 corresponds to the torque of the mechanical brake component ΔF. Since the increase of the regenerative torque is prohibited, the target regeneration execution P / S (STRB) does not increase as indicated by the solid line RE2, and the target regeneration execution P / S (STRB) until time t4 ′ after a predetermined time has elapsed. ) Is kept constant.

That is, when the brake is stepped on at time tx during the engine start, the torque increase due to the stepping increases as indicated by the broken line B2 by the torque of the mechanical brake ΔF.
Accordingly, the actual braking force RB increases as shown by the solid line RE in proportion to the torque of the mechanical brake component ΔF, so that it is possible to prevent the occurrence of a shock during engine start due to the depression of the brake.

  According to the first embodiment, the target regeneration execution P / S (STRB) increases as indicated by the solid line RE3 at the time t4 ', for example, after a predetermined time Δt has elapsed from the time t4 after the start of the engine. On the other hand, the torque of the mechanical brake ΔF decreases as shown by the broken line B3 in inverse proportion to the increase in the target regeneration execution P / S (the portion corresponding to the mechanical brake ΔF), thereby executing the cooperative regeneration processing. Is done.

  Next, details of the control of the integrated controller 10 when the regenerative control is executed and the brake is depressed during the shift lever selection are shown in the flowchart shown in FIG. 10, the conventional control timing chart shown in FIG. 11, and the implementation shown in FIG. This will be described with reference to the control timing chart of Example 2.

  When the regenerative control is performed and the brake depression is in the shift lever selection, as shown in FIG. 10, the integrated controller 10 determines whether or not the brake pedal force has increased (S.11). The integrated controller 10 is an S.I. 11, when it is determined that the brake pedal force has not increased (in the case of NO), the regeneration control process is executed as usual.

  The integrated controller 10 is an S.I. 11, when it is determined that the brake pedal force is increasing (in the case of YES), it is determined whether or not it is in the N range (S.12). The integrated controller 10 is an S.I. If it is determined at 12 that the engine is not in the N range (NO), the regeneration control process is executed as usual.

  The integrated controller 10 is an S.I. 12, if it is determined that it is the N range (in the case of YES), it is determined whether or not a predetermined time has elapsed after selection from the N range to the D range (S.13). The integrated controller 10 is an S.I. If it is determined in step 13 that the predetermined time has not elapsed (NO), the regeneration control process is executed as usual.

The integrated controller 10 is an S.I. When it is determined in step 13 that the predetermined time has elapsed (YES), the regenerative torque is limited. That is, the arithmetic determination circuit M11 performs a process of setting the increase in the regenerative torque to “0” Nm (zero Newton meter) (S.14).
The integrated controller 10 performs this S.D. The processing from 11 to S14 is repeated.

Next, the “shift lever control” performed in response to a command from the integrated controller 10 will be described with respect to a comparative example shown in FIG. 11 and a second embodiment shown in FIG.
First, a comparative example shown in FIG. 11 will be described.
When the shift lever is shifted from the N range to the D range at time t1, the CL2 capacity is increased by the predetermined pattern ST1 in order to place the second friction engagement element CL2 in a semi-engaged state.

  Next, the engagement hydraulic capacity of the second friction engagement element CL2 is increased according to a predetermined pattern from time t1 to time t4, and the motor torque of the motor generator MG changes according to the predetermined pattern.

  Since the target regenerative torque increases from time t2 to time t3 based on the target rotational speed command, the engagement hydraulic capacity of the second friction engagement element CL2 increases. The input rotational speed increases in accordance with the target rotational speed, and when the input rotational speed approaches the target rotational speed determined by the in-gear rotational speed, the increase in the input rotational speed decreases. When the input rotational speed reaches the target rotational speed, as shown at time t4, the slip control of the second clutch converges, and the engagement hydraulic capacity of the second friction engagement element CL2 increases to the line hydraulic pressure.

During the control of the shift lever during selection from the N range to the D range, for example, when the brake is depressed at any time point tx from time t1 to time t3, as shown by the solid line RE1, the target regeneration execution P / S (STRB) increases. Therefore, the mechanical brake torque ΔF is “0” as indicated by the broken line B1.
When the cooperative regeneration torque (target regeneration execution P / S (STRB)) is immediately increased at the time of switching from the neutral range to the drive range, the clutch capacity is increased from the fully opened state of the second clutch engagement element CL2. Unintended clutch slip occurs due to insufficient capacity.

  For this reason, the actual braking force RB cannot be followed by the hydraulic response delay of the second frictional engagement element CL2, and as shown at times tx1, tx2, and tx3, the braking force RB changes stepwise and is due to an unintended slip. There is a risk of shock when fastening.

  On the other hand, in the second embodiment, as shown in FIG. 12, the torque of the mechanical brake amount ΔF is calculated by the arithmetic determination circuit M11 even when the brake is stepped on at the time tx during the shift lever selection operation. Therefore, as shown by the solid line RE2, the target regeneration execution P / S (STRB) does not increase, and until the time t4 ′ after the predetermined time Δt has elapsed, the target regeneration execution is performed. P / S (STRB) is kept constant, and cooperative regeneration processing is prohibited.

That is, when the brake is stepped on at the time tx while the shift lever is being selected, the increase in torque due to the stepping is handled by the torque of the mechanical brake component ΔF as indicated by the broken line B2.
Accordingly, since the actual braking force RB increases in proportion to the torque of the mechanical brake ΔF, it is possible to prevent the occurrence of shock during the shift lever selection due to the depression of the brake.

According to the second embodiment, the target regeneration execution P / S (STRB) increases as indicated by the solid line RE3, for example, at the time t4 ′ after the lapse of the predetermined time Δt from the time t4 after the end of the shift lever selection.
On the other hand, as indicated by the broken line B3, the torque of the mechanical brake ΔF decreases in inverse proportion to the increase in the target regeneration execution P / S (the torque corresponding to the mechanical brake ΔF). Executed.

  Next, the details of the control of the integrated controller 10 when the regenerative control is executed and the brake depression is during a minute slip are shown in the flowchart shown in FIG. 13, the conventional control timing chart shown in FIG. 14, and the embodiment shown in FIG. 3 will be described with reference to the control timing chart of FIG.

First, the flowchart shown in FIG. 13 will be described.
When the regenerative control is being executed and the brake is being depressed during the shift lever selection, the integrated controller 10 determines whether or not the brake pedal force has increased as shown in FIG. 13 (S.21). The integrated controller 10 is an S.I. If it is determined at 21 that the brake pedal force has not increased (NO), the regeneration control process is executed as usual.

  The integrated controller 10 is an S.I. When it is determined at 21 that the brake pedal force is increasing (in the case of YES), it is determined whether or not a minute slip is being performed (S.22). That is, it is determined whether or not slip convergence of the second frictional engagement element CL2 is in progress. The integrated controller 10 is an S.I. If it is determined at 22 that no minute slip is occurring (NO), the regeneration control process is executed as usual.

  The integrated controller 10 is an S.I. If it is determined at 22 that the minute slip is being performed (in the case of YES), it is determined whether or not a predetermined time is waiting after the convergence of the minute slip (S.23). The integrated controller 10 is an S.I. If it is determined at step 23 that the predetermined time has not been waited after convergence of the minute slip (NO), the regeneration control process is executed as usual.

  The integrated controller 10 is an S.I. In 23, when it is determined that a predetermined time is waiting after the convergence of the minute slip (YES), the regenerative torque is limited. That is, the integrated controller 10 performs a process of setting the regenerative torque increase to “0” Nm (zero Newton meter) (S.24). The integrated controller 10 performs this S.D. 21-S. The process of 24 is repeated.

Next, the “small slip control” performed in response to a command from the integrated controller 10 will be described with respect to a comparative example shown in FIG. 14 and a third embodiment shown in FIG.
First, a comparative example shown in FIG. 14 will be described.
When the slip control of the second frictional engagement element CL2 is prohibited after the slip control of the second frictional engagement element CL2 is permitted at the time t1, the engagement hydraulic capacity of the second frictional engagement element CL2 is predetermined between the time t1 and the time t2. And the motor torque of the motor generator MG changes according to a predetermined pattern. Further, from time t2 to time t4, the second friction engagement element CL2 shifts to a minute slip state, and the CL2 capacity shifts to a capacity ST2 corresponding to the minute slip state.

  The input rotational speed increases according to the target rotational speed, and when the input rotational speed approaches the target rotational speed determined by the in-gear rotational speed, the increase in the input rotational speed decreases. When the input rotational speed reaches the target rotational speed, as shown at time t4, the slip control of the second frictional engagement element CL2 converges, and the engagement hydraulic capacity of the second frictional engagement element CL2 increases to the line hydraulic pressure.

During slip inhibition control of the second frictional engagement element CL2 (during minute slip), for example, when the brake is depressed at any time tx from time t1 to time t3, as shown by the solid line RE1, the target regeneration execution P / S Torque (STRB) increases. Therefore, the mechanical brake torque ΔF is “0” as indicated by the broken line B1.
Since the clutch torque capacity is lowered in order to cause a minute slip at such second engagement element CL2 slip (CL2 minute slip), an unintended clutch slip occurs due to an input torque fluctuation corresponding to an increase in the cooperative regenerative torque by the motor.

  For this reason, the actual braking force RB cannot be followed by the hydraulic response delay of the second frictional engagement element CL2, and the braking force changes stepwise as shown at times tx1, tx2, and tx3, and the engagement is caused by unintended slip. There is a risk of shock.

On the other hand, in the third embodiment, as shown in FIG. 15, even when the brake is stepped on at the time tx while the minute slip is prohibited, the arithmetic determination circuit M11 responds to the torque of the mechanical brake component ΔF. Therefore, the target regeneration execution P / S (STRB) torque is not increased and the regeneration execution P / S (STRB) is constant until time t4 ′, as indicated by the solid line RE2. The cooperative regeneration process is prohibited.
That is, when the brake is stepped on at the time tx during the minute slip prohibition control, the torque increase due to the step increase is handled by the torque for the mechanical brake as shown by the broken line B2.

Therefore, since the actual braking force RB increases in proportion to the torque of the mechanical brake ΔF, it is possible to prevent the occurrence of a shock while prohibiting a minute slip due to the depression of the brake.
According to the third embodiment, the target regeneration execution P / S torque STRB is indicated by the solid line RE3 after the predetermined time Δt has elapsed from the time t4 after the minute slip of the second frictional engagement element CL2 ends, for example, at the time t4 ′. So as to increase.
On the other hand, the torque of the mechanical brake ΔF decreases as shown by the broken line B3 in inverse proportion to the increase of the target regenerative execution P / S torque (the amount corresponding to the mechanical brake ΔF). Executed.
Next, the effect of each embodiment will be described.

The effect of Example 1 is as follows.
When CL2 is slipping (engine start, etc.), it is restricted so that the regenerative torque (torque that replaces the brake) is not increased for a predetermined time after convergence (CL2 is engaged), and the regenerative torque increases. Set the minutes to “0”.
Therefore, after the engine is started, by not increasing cooperative regeneration for a predetermined time after CL2 is fastened, a shock due to an unintended slip can be prevented in consideration of a hydraulic response delay.

The effect of Example 2 is as follows.
For a predetermined time after the shift range is switched from the N range to the travel range (R, D range), the increase in the regenerative torque is set to zero.
When the N range (neutral range) is switched to the D range (drive range), the cooperative regeneration is not increased for a predetermined time, so that a shock due to an unintended slip can be prevented in consideration of a hydraulic response delay.

The effect of Example 3 is as follows.
After the CL2 slip is converged (CL2 is fastened) from the CL2μ slip (CL2 minute slip), the increment of the regenerative torque is set to 0 for a predetermined time.
After the CL2 slip is completed, the cooperative regeneration is not increased for a predetermined time after the CL2 is fastened, so that a shock due to an unintended slip can be prevented in consideration of a hydraulic response delay.

  After the predetermined time has elapsed, in any of the first to third embodiments, the cooperative regenerative control is executed while the brake is depressed, so that the cooperative regenerative control can be executed while preventing an unintended shock.

As mentioned above, although the hybrid vehicle control apparatus according to the present invention has been described independently for each of the first to third embodiments, the specific configuration is not limited to the first to third embodiments. However, the configurations of the first to third embodiments can be appropriately combined. In short, design changes and additions are allowed without departing from the spirit of the invention according to the claims.
Although the second frictional engagement element CL2 is provided inside the automatic transmission, it may be provided outside the automatic transmission on the input shaft side or on the output shaft side.

Eng ... engine CL1 ... first friction engagement element MG ... motor generator CL2 ... second friction engagement element BS ... target brake torque AT ... automatic transmission M11 ... calculation judging section (regeneration torque increase prohibiting means)
9 ... Brake controller 10 ... Integrated controller (cooperative regeneration control execution means)

Claims (4)

A motor generator fastened to the engine via a first friction fastening element;
A stepped automatic transmission including a second frictional engagement element interposed between the motor generator and the drive wheel;
It computes a target regenerative torque by comparing the maximum regenerative torque based on the target brake torque and the vehicle speed information from the brake controller based on the mechanical braking, regenerative braking propeller shaft torque based on the calculation of the target regeneration torque and said target braking torque A cooperative regenerative control executing means for executing a cooperative regenerative control by causing the brake controller to output a differential brake torque that is not compensated for by the regenerative torque based on the difference between the brake controller, and
The cooperative regenerative control execution means includes a determination unit that determines whether the target brake torque is increased due to the mechanical brake operation, a determination unit that determines whether the second friction engagement element is slipping, and at the time when the target brake torque is increased. And a regenerative torque increase prohibiting means for prohibiting an increase in the regenerative torque by holding the regenerative execution propeller shaft torque constant during slipping of the frictional engagement element.   2. The hybrid vehicle according to claim 1, wherein the regenerative torque increase prohibition unit cancels the regenerative torque increase prohibition after a predetermined time elapses after the slip convergence of the second friction engagement element during engine startup. Control device.   The regenerative torque increase prohibiting unit cancels the regenerative torque increase prohibition after a predetermined time has elapsed since the shift range is switched from the N range to the D range. Control device for hybrid vehicle.   4. The regenerative torque increase prohibiting unit cancels the regenerative torque increase prohibition after a lapse of a predetermined time after convergence of the minute slip of the second frictional engagement element. The control apparatus of a hybrid vehicle as described in the item.