JP6322906B2 - Hybrid vehicle drive device - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor.

  As shown in Patent Document 1, a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor generator has been proposed. The drive device for a hybrid vehicle disclosed in Patent Document 1 includes an engine, a clutch, a motor generator, and an automatic transmission, and enables traveling of the vehicle using both the engine and the motor generator.

  During regeneration, the clutch is disengaged, and the kinetic energy of the vehicle is prevented from being reduced due to engine friction loss. This clutch is driven by a clutch actuator. By referring to the clutch torque map representing the relationship between the clutch torque and the clutch stroke, the clutch actuator is controlled so that a desired clutch torque is generated. When the same clutch torque map is used, there is a problem that a desired clutch torque cannot be obtained when the clutch disk is consumed due to repeated connection and disconnection of the clutch.

  Therefore, Patent Document 1 discloses a technique for selecting and using one of a plurality of clutch torque maps registered in advance based on a differential rotational speed between a motor generator and an engine.

JP 2010-105649 A

  However, the relationship between the actual clutch torque and the clutch stroke does not always exactly match the relationship between the clutch torque and the clutch stroke in the selected clutch torque map, and the desired clutch torque cannot be generated in the clutch. There was a problem.

  The present invention has been made in view of the above circumstances, and in a hybrid vehicle drive device including an engine, a motor generator, and a clutch that connects and disconnects the engine and the motor generator, a desired clutch torque can be generated in the clutch. The object is to provide a drive device for a hybrid vehicle.

According to the invention according to claim 1, which has been made to solve the above-described problem, an engine that outputs engine torque to drive wheels, a motor generator that outputs motor generator torque to the drive wheels and generates electric power, and the engine Between the engine and the motor generator, and a clutch actuator that varies the clutch torque between the engine and the motor generator; a clutch actuator that drives the clutch; and the motor generator and the driving wheel are engaged or The cutting element to be cut off, and the motor generator and the driving wheel are disconnected by the cutting element when the vehicle is stopped, the rotation speed of the motor generator is kept constant, and the clutch is rotated while the engine is rotating. The clutch in the connected state by driving the actuator The motor generator torque output by the motor generator when the rotation speed of the motor generator is kept constant while the clutch is disengaged from the motor generator torque when the clutch torque of the clutch is reduced The actual clutch torque is calculated based on the value obtained by subtracting the maintenance torque, and the clutch torque and the stroke of the clutch actuator are calculated based on the actual clutch torque and the stroke of the clutch actuator corresponding to the motor generator torque. have a, a clutch torque map generating unit for obtaining a relationship between the clutch torque map generation unit, the controls of the engine reduces the engine torque stepwise, the engine torque is in a constant state, The clas When the rotational speed of the engine increases as the torque decreases, the clutch torque is controlled by the clutch actuator so that the rotational speeds of the engine and the motor generator become the same, and the stroke of the clutch actuator The relationship between the clutch torque and the stroke of the clutch actuator is acquired based on the actual clutch torque and the stroke of the clutch actuator when the amount of change becomes equal to or less than the specified change amount .

According to the invention according to claim 2 , which has been made to solve the above-described problem, an engine that outputs engine torque to drive wheels, a motor generator that outputs motor generator torque to the drive wheels and generates electric power, and the engine Between the engine and the motor generator, and a clutch actuator for driving the clutch, and the motor generator and the driving wheel are engaged with each other. The cutting element to be cut off, and the motor generator and the driving wheel are disconnected by the cutting element when the vehicle is stopped, the rotation speed of the motor generator is kept constant, and the clutch is rotated while the engine is rotating. The clutch in the connected state by driving the actuator When the clutch torque of the engine is decreased, the engine torque immediately before the engine rotation speed starts to increase is acquired as the actual clutch torque, and immediately before the actual clutch torque and the engine rotation speed start to increase. on the basis of the stroke of the clutch actuator, have a, a clutch torque map generating unit for obtaining a relationship between the stroke of the clutch torque and the clutch actuator, before Symbol clutch torque map generating unit, controlling said engine The engine torque is decreased stepwise, and when the engine torque is constant and the engine rotation speed increases as the clutch torque decreases, the rotation speed of the engine and the motor generator So that they are the same. The clutch torque is controlled by a rotor, and the clutch torque and the clutch actuator are determined based on the actual clutch torque and the stroke of the clutch actuator when the amount of change of the stroke of the clutch actuator is equal to or less than a specified change amount. Get the relationship with the stroke.

The invention according to claim 3 is the invention according to claim 1 or 2 , wherein the cutting element is provided between the motor generator and the driving wheel, and motor generator torque from the motor generator is input. And an output shaft that is rotationally connected to the drive wheel, and has a plurality of shift speeds with different gear ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. When acquiring the relationship between the stroke of the clutch actuator and the clutch torque, the automatic transmission is set to a neutral state in which the input shaft and the output shaft are not rotationally connected.

  According to the first aspect of the present invention, the clutch torque map generating unit keeps the rotation speed of the motor generator constant and keeps the engine rotating while the motor generator and the driving wheel are disconnected by the cutting element when the vehicle stops. The relationship between the clutch torque and the stroke of the clutch actuator is acquired based on the motor generator torque and the stroke of the clutch actuator when the clutch actuator of the clutch in the connected state is reduced by driving the clutch actuator in the connected state .

  The maximum torque that can transmit the engine torque to the motor generator is the clutch torque. Since power is generated by the motor generator and the motor generator torque is a negative torque, when the clutch torque is equal to or lower than the engine torque, the torque obtained by multiplying the motor generator torque by -1 is the actual clutch torque. Thus, since the actual clutch torque can be acquired and the relationship between the clutch torque and the stroke of the clutch actuator can be acquired, a hybrid vehicle drive device that can generate a desired clutch torque in the clutch is provided. Can be provided.

The clutch torque map generation unit obtains a maintenance torque that is a torque output by the motor generator when the rotation speed of the motor generator is kept constant with the clutch disengaged, and based on the maintenance torque. The relationship between the stroke of the clutch actuator and the clutch torque is acquired.

  When the motor generator rotation speed is kept constant with the clutch disengaged, the motor generator generates friction loss and iron loss even though it does not output torque to the outside. A maintenance torque, which is a torque necessary to maintain the rotation of the motor generator, is generated. Therefore, by obtaining the maintenance torque, subtracting the maintenance torque from the motor generator torque, and obtaining the actual motor generator torque that is actually output by the motor generator, the actual clutch torque that is actually output by the clutch Can be obtained accurately. For this reason, it is possible to acquire a more accurate relationship between the clutch torque and the stroke of the clutch actuator, and it is possible to generate a desired clutch torque in the clutch more accurately.

The clutch torque map generation unit controls the engine to decrease the engine torque stepwise, and when the engine speed is increased with the decrease of the clutch torque and the engine torque is constant, the engine and motor The clutch torque is controlled by the clutch actuator so that the rotation speed of the generator is the same, and the clutch torque is determined based on the motor generator torque and the clutch actuator stroke when the change amount of the clutch actuator stroke is less than the specified change amount. And the clutch actuator stroke.

  As described above, when the change amount of the stroke of the clutch actuator becomes equal to or less than the specified change amount, that is, when the change of the stroke of the clutch actuator is stabilized, the motor generator torque and the stroke of the clutch actuator are acquired. For this reason, the relationship between the clutch torque and the stroke of the clutch actuator can be acquired more accurately.

According to the second aspect of the present invention, the clutch torque generating unit keeps the rotation speed of the motor generator constant and keeps the engine rotating while the motor generator and the driving wheel are disconnected by the cutting element when the vehicle stops. The relationship between the clutch torque and the stroke of the clutch actuator is acquired based on the engine torque and the stroke of the clutch actuator when the clutch actuator of the clutch in the connected state is decreased by driving the clutch actuator.

  The maximum torque that can transmit the engine torque to the motor generator is the clutch torque. For this reason, when the clutch torque is decreased, the clutch torque and the engine torque are the same immediately before the engine rotation speed starts to increase from the rotation speed of the motor generator. The actual clutch torque can be acquired. Thus, since the actual clutch torque can be acquired and the relationship between the clutch torque and the stroke of the clutch actuator can be acquired, a hybrid vehicle drive device that can generate a desired clutch torque in the clutch is provided. Can be provided.

According to the invention of claim 3 , the cutting element is provided between the motor generator and the drive wheel, and an input shaft to which the motor generator torque from the motor generator is input, and an output shaft that is rotationally connected to the drive wheel. And an automatic transmission having a plurality of shift stages having different gear ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. When acquiring the relationship between the stroke of the clutch actuator and the clutch torque, the automatic transmission is set to a neutral state in which the input shaft and the output shaft are not rotationally connected.

  Thereby, it is not necessary to provide a special cutting element between the motor generator and the drive wheel, and the motor generator and the drive wheel can be cut by bringing the existing automatic transmission into a neutral state.

It is explanatory drawing of the hybrid vehicle by which the drive device for hybrid vehicles by one Embodiment of this invention is mounted. It is a “clutch torque map” representing the relationship between clutch stroke and clutch torque. It is a flowchart of "the clutch torque map correction process of the first embodiment" which is a control program executed by the control unit shown in FIG. 4 is a flowchart of a “clutch stroke reduction / rotation speed maintaining process” that is a subroutine of the “clutch torque map correction process” shown in FIG. 3. It is a block diagram which calculates a command clutch stroke by PI control calculation. 6 is a time chart showing the relationship between elapsed time, rotation speed, torque, and clutch stroke in “clutch torque map correction processing of the first embodiment”. 4 is a flowchart of “clutch torque map correction processing according to a second embodiment”, which is a control program executed by the control unit shown in FIG. 10 is a time chart showing the relationship between elapsed time, rotation speed, torque, and clutch stroke in “clutch torque map correction processing of the second embodiment”. 7 is a flowchart of “a clutch torque map correction process according to a third embodiment”, which is a control program executed by the control unit shown in FIG. 1.

(Description of hybrid vehicle)
A drive device 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 schematically shows a drive device 1 of a hybrid vehicle 100 (hereinafter abbreviated as a vehicle 100) including an engine 2 and a motor generator 6. In FIG. 1, thick lines indicate mechanical connections between the devices, broken arrows indicate signal lines, and alternate long and short dash lines indicate power supply lines of the vehicle 100.

  As shown in FIG. 1, an engine 2, a clutch 5, a motor generator 6, an automatic transmission 8, and a differential 17 are arranged in series in the vehicle 100 in this order. Further, the differential 17 is connected to the right drive wheel 18R and the left drive wheel 18L of the vehicle 100. Hereinafter, the right driving wheel 18R and the left driving wheel 18L are collectively referred to as driving wheels 18R and 18L. Drive wheels 18R and 18L are front wheels or rear wheels, or front and rear wheels of vehicle 100.

  The engine 2 is a gasoline engine, a diesel engine, or the like that uses a hydrocarbon fuel such as gasoline or light oil, and outputs driving force (engine torque) to the drive wheels 18R and 18L. The engine 2 includes a drive shaft 21, a throttle valve 22, a fuel injection device 23, and an engine rotation speed sensor 25. The drive shaft 21 rotates integrally with a crank shaft that is driven to rotate by a piston, and outputs a driving force.

  The throttle valve 22 is arranged in the middle of a path for taking air into the engine 2. The fuel injection device 23 injects fuel into at least one of a path for taking air into the engine 2 and a combustion chamber. In the present embodiment, the drive shaft 21 of the engine 2 is connected to an input member 51 of the clutch 5 described later. The engine rotation speed sensor 25 is a sensor that detects the rotation speed of the drive shaft 21, that is, the rotation speed of the engine 2 (hereinafter abbreviated as engine rotation speed Ne).

  The motor generator 6 has a rotor and a stator. The motor generator 6 outputs driving force (motor generator torque) to the drive wheels 18L and 18R and generates electric power when the vehicle 100 is decelerated to apply regenerative braking force to the vehicle 100. Further, the motor generator 6 generates electric power with the driving force (engine torque Te) from the engine 2 when the vehicle 100 stops.

  The motor generator 6 may be a three-phase synchronous machine in which a stator having stator windings wound around slots of the stator core is disposed on the outer peripheral side, and a rotor in which a permanent magnet is embedded in the rotor core is disposed at the shaft center. The rotor is rotationally coupled to the output member 52 of the clutch 5 to rotate integrally, and is also rotationally coupled to the input shaft 81 of the automatic transmission 8 to rotate integrally. The motor generator 6 is provided with a motor generator rotational speed sensor 61 that detects the rotational speed of the rotor, that is, the rotational speed of the motor generator 6 (hereinafter abbreviated as motor generator rotational speed Nmg).

  The battery 16 is a secondary battery that stores electric power, and supplies electric power to the motor generator 6 via the inverter device 15. The inverter device 15 boosts the voltage of the power supplied from the battery 16 based on the command from the control unit 10 and supplies the boosted voltage to the motor generator 6. Further, based on a command from control unit 10, inverter device 15 steps down the current generated in motor generator 6 and charges battery 16.

  The clutch 5 is provided between the engine 2 and the motor generator 6. The clutch 5 includes an input member 51 that is rotationally connected to the drive shaft 21 of the engine 2 and an output member 52 that is rotationally connected to the rotor. The clutch 5 engages or disconnects the rotor of the motor generator 6 and the drive shaft 21 of the engine 2 by changing the clutch torque Tc, which is a torque that can be transmitted between the input member 51 and the output member 52. . The clutch 5 includes a wet multi-plate friction clutch and a dry single-plate friction clutch.

  The clutch actuator 53 drives the clutch 5 to engage or disconnect the clutch 5. The clutch actuator 53 is operated by electricity or hydraulic pressure. The clutch actuator 53 has a stroke sensor 53 a that detects the clutch stroke Cl that is the operation amount and outputs the detected clutch stroke Cl.

  The automatic transmission 8 is provided between the motor generator 6 and the differential 17. The automatic transmission 8 has an input shaft 81 and an output shaft 82. The input shaft 81 is rotationally connected to the rotor of the motor generator 6. The output shaft 82 is rotationally connected to the differential 17.

  The automatic transmission 8 is a stepped transmission having a speed change mechanism (not shown) that selectively switches a plurality of speed stages having different speed ratios between the input shaft 81 and the output shaft 82. In the embodiment, an automated manual transmission (AMT). The transmission ratio is a ratio obtained by dividing the rotational speed of the input shaft 81 by the rotational speed of the output shaft 82.

  The automatic transmission 8 includes a transmission actuator 85 that operates the transmission mechanism based on a command from the control unit 10. The automatic transmission 8 is a gear that detects whether or not the input shaft 81 and the output shaft 82 are in a neutral state in which the input shaft 81 and the output shaft 82 are not rotationally connected, and the gear position of the automatic transmission 8 and outputs a detection signal to the control unit 10. A position sensor 88 is provided.

  An output shaft rotational speed sensor 83 that detects the rotational speed of the output shaft 82 (output shaft rotational speed No) is provided at a position adjacent to the output shaft 82. The output shaft rotational speed No detected by the output shaft rotational speed sensor 83 is output to the control unit 10. The output shaft rotational speed No is proportional to the vehicle speed V.

  The vehicle 100 includes a friction brake device 91 such as a disc brake or a drum brake that applies a friction braking force to wheels including the drive wheels 18R and 18L. The vehicle 100 also has a brake booster 92 that supplies hydraulic pressure to the friction brake device 91 based on a command from the control unit 10.

  The vehicle 100 includes an accelerator pedal 31, an accelerator sensor 32, a brake pedal 33, and a brake sensor 34. The accelerator sensor 32 detects the “request driving force” of the driver by detecting the operation amount of the accelerator pedal 31. The brake sensor 34 detects the “request braking force” of the driver by detecting the operation amount of the brake pedal 33.

  The control unit 10 controls the hybrid vehicle drive device 1. The control unit 10 is connected to the throttle valve 22, the fuel injection device 23, the engine rotation speed sensor 25, the clutch actuator 53, the motor generator rotation speed sensor 61, the output shaft rotation speed sensor 83, the transmission actuator 85, and the brake booster 92. Yes.

  The control unit 10 includes an ECU that includes a CPU, a RAM, a storage unit 10a, and a bus connecting them. The CPU executes a program corresponding to the flowcharts shown in FIGS. 3, 4, 7, and 9. The RAM temporarily stores variables necessary for executing the program. The storage unit 10a is composed of a nonvolatile memory or the like, and stores the program and the “clutch torque map” shown in FIG.

  In order to generate the desired clutch torque Tc in the clutch 5, the control unit 10 refers to the “clutch torque map” representing the relationship between the clutch stroke Cl and the clutch torque Tc shown in FIG. The instruction clutch stroke Cli corresponding to Tc is acquired, and the clutch actuator 53 is controlled so as to be the acquired instruction clutch stroke Cli.

  As shown in FIG. 2, the “clutch torque map” is set such that the clutch torque Tc is 0 when the clutch stroke Cl is 0, and the clutch torque Tc increases as the clutch stroke Cl increases. . Due to wear of the input member 51 and the output member 52, the relationship between the clutch stroke Cl and the clutch torque Tc changes as shown by the one-dot chain line and the two-dot chain line in FIG. And the relationship between the clutch stroke Cl and the clutch torque Tc in the “clutch torque map” are different. In the present embodiment, the “clutch torque map” is updated so that the relationship between the actual clutch stroke Cl and the clutch torque Tc is updated by “clutch map correction processing” (shown in FIGS. 3, 7, and 9) described later. to correct.

  The control unit 10 acquires information about the accelerator opening degree Ac that means the relative value of the operation amount from the accelerator sensor 32 that detects the operation amount of the accelerator pedal 31. The control unit 10 calculates “required driving force” based on the accelerator opening degree Ac. The control unit 10 calculates “required motor torque” based on the remaining amount of the battery 16, the vehicle speed V, information on the gear position of the automatic transmission 8, and the like.

  The control unit 10 calculates “required engine torque” based on information such as “required driving force”, “required motor torque”, and the gear position of the automatic transmission 8. The control unit 10 controls the opening degree of the throttle valve 22 and the fuel injection amount of the fuel injection device 23 based on the “required engine torque” (hereinafter simply referred to as controlling the engine 2), and the driving force output by the engine 2 Is controlled to be “required engine torque”. A “required driving force” is applied to the vehicle 100 by at least one of these “required engine torque” and “required motor torque”.

  The control unit 10 controls the operation of the inverter device 15 to perform switching control between the drive mode and the power generation mode of the motor generator 6 and also controls the motor generator rotational speed Nmg and “requested motor torque” of the motor generator 6. Do. As described above, when the motor generator 6 enters the power generation mode, the regenerative braking force is applied to the vehicle 100. That is, the motor generator 6 is a regenerative braking device.

  The control unit 10 detects the remaining amount of the battery 16 based on the information output from the inverter device 15. The control unit 10 determines whether to switch between the “electric travel mode” and the “split travel mode” based on the remaining amount of the battery 16 and the accelerator opening degree Ac. The “electric travel mode” is a travel mode in which the drive wheels 18R and 18L are driven only by the motor generator 6. In the “split running mode”, the driving wheels 18R and 18L are driven by the engine 2 and the motor generator 6, or the driving wheels 18R and 18L are driven by the driving force of the engine 2, and the motor generator is driven by the driving force of the engine 2. 6 is a mode for generating power.

  When the control unit 10 determines that the remaining amount of the battery 16 is low, the control unit 10 selects the “split travel mode” and drives the driving wheels 18R and 18L with the driving force of the engine 2 and also the driving force of the engine 2. Thus, the motor generator 6 generates power. Further, when it is determined that the accelerator opening Ac is large and the “required motor torque” does not reach the “required drive force”, the “split travel mode” is selected, and the engine 2 and the motor generator 6 drive the drive wheels. 18R and 18L are driven.

  Control unit 10 operates clutch actuator 53 to bring clutch 5 into a fully engaged state or a disconnected state, and connects or disconnects the drive shaft of engine 2 and the rotor of motor generator 6. Thus, the control unit 10 switches to the “electric travel mode” by disengaging the clutch 5 and switches to the “split travel mode” by engaging the clutch 5.

  The control unit 10 detects the rotational speed of the engine 2 (hereinafter simply referred to as engine rotational speed Ne) detected by the engine rotational speed sensor 25, the flow rate of air flowing into the cylinder detected by a flow sensor (not shown), and a temperature (not shown). The engine 2 is driven based on the temperature of the air flowing into the cylinder detected by the sensor, the air pressure of the air flowing into the cylinder detected by a pressure sensor (not shown), and the amount of fuel supplied to the cylinder by the fuel injection device 23. The engine torque Te output to the shaft 21 is calculated.

  The control unit 10 acquires information on the brake opening degree Bk that means the relative value of the operation amount from the brake sensor 34 that detects the operation amount of the brake pedal 33. Then, the control unit 10 calculates a “required braking force” based on the brake opening degree Bk. The control unit 10 controls at least one of the brake booster 92 and the inverter device 15 so that the total of the “friction braking force” generated by the friction brake device 91 and the “regenerative braking force” generated by the motor generator 6 is “required control”. Control to be "power".

  A configuration including the engine 2, the clutch 5, the motor generator 6, the automatic transmission 8, the inverter device 15, the battery 16, the friction brake device 91, the brake booster 92, and the control unit 10 corresponds to the drive device 1.

(Clutch torque map correction process of the first embodiment)
Next, the “clutch torque map correction process of the first embodiment” will be described with reference to the flowcharts shown in FIGS. 3 and 4 and the time chart shown in FIG. 6. When the vehicle 100 is ready to travel, the program proceeds to S11.

  In S11, when the control unit 10 determines that the stop power generation condition is established based on signals from the inverter device 15, the output shaft rotation speed sensor 83, and the brake sensor 34 (S11: YES), the program is executed. Proceeding to S12, if it is determined that the stop power generation condition is not satisfied (S11: NO), the process of S11 is repeated. In addition, when the remaining amount of the battery 16 is equal to or less than the specified value, and the brake pedal 33 is depressed while the vehicle 100 is stopped, it is determined that the stop power generation condition is satisfied. Further, when the remaining amount of the battery 16 is equal to or less than the specified value, the shift lever (not shown) is in the neutral position, and the side brake lever (not shown) is pulled, it is determined that the stop power generation condition is satisfied. The

  In S12, the control unit 10 performs stop power generation. Specifically, first, when the control unit 10 determines that the automatic transmission 8 is not neutral based on the detection signal from the gear position sensor 88, the control unit 10 outputs a control signal to the transmission actuator 85. The automatic transmission 8 is set to neutral. Next, the control unit 10 causes the motor generator 6 to generate power by driving the motor generator 6 with the engine 2 in a state where the clutch 5 is connected. When S12 ends, the program proceeds to S13.

  In S13, when the control unit 10 determines that the stop power generation stop condition is satisfied based on the signals from the inverter device 15 and the brake sensor 34 (S13: YES), the program proceeds to S21 to stop the stop power generation If it is determined that the condition is not satisfied (S13: NO), the process of S13 is repeated. When the battery 16 is nearly fully charged or when the brake pedal 33 is released, it is determined that the stop power generation stop condition is satisfied.

  In S <b> 21, the control unit 10 starts control for maintaining the rotation speed of the motor generator 6 at the specified rotation speed N <b> 1 (shown in FIG. 6). Note that the engine torque Te is constant from the time of stationary power generation. When S21 ends, the program proceeds to S22.

  In S22, the control unit 10 executes a “clutch stroke reduction / rotation speed maintaining process”. The “clutch stroke reduction / rotation speed maintaining process” will be described with reference to the flowchart shown in FIG. When the “clutch stroke reduction / rotation speed maintaining process” starts, the process proceeds to S22-1.

  In S <b> 22-1, the control unit 10 determines the absolute value of the value obtained by subtracting the motor generator rotational speed Nmg from the engine rotational speed Ne based on the detection signals from the engine rotational speed sensor 25 and the motor generator rotational speed sensor 61. When it is determined that the rotational speed is lower than the differential rotational speed (for example, 50 rpm) (S22-1: YES), the program proceeds to S22-2, and the absolute value is determined to be equal to or higher than the specified differential rotational speed. If so (S22-1: NO), the program proceeds to S22-3.

In S22-2, the control unit 10 calculates the instruction clutch stroke Cli based on the following equation (1), and decreases the instruction clutch stroke Cli.
Cli = Cli1-a (1)
Cli: Instructed clutch stroke Cli1: Instructed clutch stroke calculated in the previous S22-2 a: A fixed number When S22-2 is executed for the first time, the current clutch stroke Cl is set as Cli1. When S22-2 is finished, the program proceeds to S22- 4.

In S22-3, the control unit 10 calculates the instruction clutch stroke Cli by the PI control calculation shown in FIG.
In FIG. 5, Kp is a proportional gain, and Ki is an integral gain.
When S22-3 is executed for the first time, the command clutch stroke Cli calculated in the previous S22-3 is set as the initial value of the integral term.

  In S22-4, the control unit 10 controls the clutch actuator 53 so that the command clutch stroke Cli calculated in S22-2 or S22-3 is obtained. By the processes of S22-2 and S22-4, the clutch torque Tc gradually decreases as indicated by 1 in FIG. By the processes of S22-3 and S22-4, as shown in 2 of FIG. 6, the clutch torque Tc is feedback-controlled so that the engine rotational speed Ne does not deviate from the motor generator rotational speed Nmg. When S22-4 ends, the program proceeds to S23 in FIG.

In S23, the control unit 10 is based on the detection signal from the stroke sensor 53a.
When it is determined that the change amount of the clutch stroke Cl has become equal to or less than the first specified change amount A (
S23: YES, 2 in FIG. 6), the program proceeds to S24, and if it is determined that the change amount of the clutch stroke Cl is larger than the first specified change amount A (S23: NO ), the program is returned to S22.

  In S24, the control unit 10 detects the motor generator torque Tmg output from the motor generator 6 based on the current supplied from the inverter device 15 to the motor generator 6, and based on the detection signal from the stroke sensor 53a. The clutch stroke Cl is detected, and the detected motor generator torque Tmg and the clutch stroke Cl are stored in association with the storage unit 10a. When S24 ends, the program proceeds to S25.

  In S25, when the control unit 10 determines in S24 that the relationship between the motor generator torque Tmg and the clutch stroke Cl is stored in association with the specified number of times (for example, 3 times) (S25: YES), the program is executed. The process proceeds to S31, and if it is determined in S24 that the relationship between the motor generator torque Tmg and the clutch stroke Cl is not stored in association with each other (S25: NO), the program proceeds to S26.

In S26, the control unit 10 controls the engine 2 so that the engine torque Te calculated by the following equation (2) is obtained.
Te = Te1-b (2)
Te: Engine torque Te1: Engine torque Te in the previous S26
b: Constant By the process of S26, the engine torque Te decreases (3 in FIG. 6). When S26 is executed for the first time, the current engine torque Te is set as Te1. When S26 ends, the program proceeds to S27.

  In S27, when the control unit 10 determines that the engine torque Te has decreased to the engine torque instructed in S26 (S27: YES, 4 in FIG. 6), the program proceeds to S22, and the engine torque Te is S26. If it is determined that the engine torque has not been reduced in step (S27: NO), the process of S27 is repeated.

  In S31, the control unit 10 outputs a control signal to the clutch actuator 53, thereby completely disconnecting the clutch 5 and controlling the engine 2 to set the engine rotation speed Ne to the idling rotation speed (for example, 800 rpm). m.) (5 in FIG. 6). When S31 ends, the program proceeds to S32.

  In S32, when the control unit 10 determines that the clutch 5 is completely disconnected based on the detection signal from the stroke sensor 53a (S32: YES, 6 in FIG. 6), the program proceeds to S33, and the clutch If it is determined that 5 is not completely disconnected (S32: NO), the process of S32 is repeated.

  When the control unit 10 determines in S33 that the change amount of the motor generator torque Tmg is equal to or less than the specified change amount Ta based on the current supplied from the inverter device 15 to the motor generator 6 (S33: YES) 7) in FIG. 6, the program proceeds to S34, and if it is determined that the change amount of the motor generator torque Tmg is larger than the specified change amount Ta (S33: NO), the process of S33 is repeated.

  In S <b> 34, the control unit 10 determines the torque output from the motor generator 6 rotating at the specified rotational speed N <b> 1 (hereinafter referred to as the maintenance torque Tmgk) based on the current supplied from the inverter device 15 to the motor generator 6. Abbreviated 8) in FIG. 6 is detected and stored in the storage unit 10a. The maintenance torque Tmgk is a torque necessary for the motor generator 6 to maintain the specified rotational speed N1, and includes the rotational resistance (friction loss) of the rotor and the iron loss between the rotor and the stator. When S34 ends, the program proceeds to S35.

In S35, the control unit 10 generates a “clutch torque map”. Specifically, first, the control unit 10 determines the torque actually transmitted by the clutch 5 based on the motor generator torque Tmg stored in S24, the maintenance torque Tmgk stored in S34, and the following equation (3). The actual clutch torque Tcr is calculated.
Tcr = −1 × (Tmg−Tmgk) (3)
Tcr: actual clutch torque Tmg: motor generator torque Tmgk: maintenance torque

  Next, by linearly interpolating the relationship (1 to 3 in FIG. 2) between the actual clutch torque Tcr and the corresponding clutch stroke Cl (stored in S24), a “clutch torque map” (the chain line in FIG. 2) Is updated and stored. When S35 ends, the program proceeds to S36.

  In S36, the control unit 10 sets the motor generator rotational speed Nmg to 0 (10 in FIG. 6), ends the stop power generation, and returns the program to S11.

(Clutch torque map correction process of the second embodiment)
Next, the “clutch torque map correction process of the second embodiment” will be described with reference to the flowchart shown in FIG. 7 and the time chart shown in FIG. When the vehicle 100 is ready to travel, the program proceeds to S111. The processes of S111, S112, S113, and S121 of the “clutch torque map correction process of the second embodiment” are the same as the processes of S11, S12, S13, and S21 of the “clutch torque map correction process of the first embodiment”, respectively. is there. When S121 ends, the program proceeds to S122.

In S122, the control unit 10 calculates the instruction clutch stroke Cli based on the following equation (4), and starts control to reduce the clutch stroke Cl so as to become the instruction clutch stroke Cli (1 in FIG. 8).
Cli = Cli2-ct (4)
Cli: Instruction clutch stroke Cli2: Clutch stroke at the start of S122
c: Constant t: When the elapsed time S122 from the start of S122 ends, the program proceeds to S123.

  In S123, when the control unit 10 determines that the engine rotation speed Ne has increased from the specified rotation speed N1 based on the detection signal from the engine rotation speed sensor 25 (S123: YES, T2, 2 in FIG. 8). ), The program proceeds to S124, and if the engine rotational speed Ne remains at the specified rotational speed N1 (S123: NO), the process of S123 is repeated.

  In S124, the control unit 10 detects the motor generator torque Tmg output from the motor generator 6 based on the current supplied from the inverter device 15 to the motor generator 6, and based on the detection signal from the stroke sensor 53a. Then, the clutch stroke Cl is detected, and a process of storing the motor generator torque Tmg and the clutch stroke Cl detected at a predetermined time (for example, 50 ms) in association with the storage unit 10a is started. When S124 ends, the program proceeds to S125.

  When the control unit 10 determines in S125 that the engine rotation speed Ne has reached the second specified rotation speed N2 based on the detection signal from the engine rotation speed sensor 25 (S125: YES, T3 in FIG. 8). ), The program proceeds to S126, and if it is determined that the engine rotational speed Ne has not reached the second specified rotational speed N2 (S125: NO), the process of S125 is repeated. The second specified rotational speed N2 is a rotational speed that is higher by a predetermined rotational speed (for example, 100 to 200 rpm) than the above-described specified rotational speed N1.

  In S126, the control unit 10 starts feedback control of the engine 2 based on the detection signal from the engine rotation speed sensor 25 so that the engine rotation speed Ne becomes the second specified rotation speed N2. By the process of S126, the control of the engine 2 is switched from the torque control to the rotational speed control, and the engine torque Te decreases (6 in FIG. 8). When S126 ends, the program proceeds to S127.

  In S127, when the control unit 10 determines that the clutch 5 is completely disconnected based on the detection signal from the clutch sensor 53a (S127: YES, T4 in FIG. 8), the program proceeds to S128, and the clutch If it is determined that 5 is not completely disconnected (S127: NO), the process of S127 is repeated.

  In S128, the engine 2 is controlled to set the engine rotational speed Ne to the idling rotational speed (3 in FIG. 8). When S128 ends, the program proceeds to S133.

  When the control unit 10 determines in S133 that the change amount of the motor generator torque Tmg is equal to or less than the specified change amount Ta based on the detection signal from the motor generator rotation speed sensor 61 (S33: YES, FIG. 8). T5, 4), the program proceeds to S134, and if it is determined that the change amount of the motor generator torque Tmg is larger than the specified change amount Ta (S133: NO), the process of S133 is repeated.

  In S134, the control unit 10 maintains the maintenance torque Tmgk (7 in FIG. 6) output from the motor generator 6 rotating at the specified rotational speed N1 based on the current supplied to the motor generator 6 by the inverter device 15. ) Is detected and stored in the storage unit 10a. When S134 ends, the program proceeds to S135.

  In S135, the control unit 10 generates a “clutch torque map”. Specifically, first, the control unit 10 determines the torque actually transmitted by the clutch 5 based on the motor generator torque Tmg stored in S124, the maintenance torque Tmgk stored in S34, and the above equation (3). The actual clutch torque Tcr is calculated. Next, the “clutch torque map” is updated and stored according to the relationship between the actual clutch torque Tcr and the corresponding clutch stroke Cl. When S135 ends, the program proceeds to S136.

  In S136, the controller 10 sets the motor generator rotational speed Nmg to 0 (T6, 5 in FIG. 8), ends the stop power generation, and returns the program to S111.

(Clutch torque map correction process of the third embodiment)
Next, differences between the “clutch torque map correction process of the third embodiment” and the “clutch torque map correction process of the first embodiment” will be described with reference to the flowchart shown in FIG. 9. When the vehicle 100 is ready to run, the program proceeds to S211. The processes of S211, S212, S213, S221, S222, and S223 of the “clutch torque map correction process of the third embodiment” are respectively S11, S12, S13, S21 of the “clutch torque map correction process of the first embodiment”. This is the same as the processing of S22 and S23. If YES is determined in S223, the program proceeds to S224.

  In S224, the control unit 10 calculates the engine torque Te by the method described above, detects the clutch stroke Cl based on the detection signal from the stroke sensor 53a, and calculates the calculated engine torque Te and the detected clutch stroke Cl. The information is stored in association with the storage unit 10a. When S224 ends, the program proceeds to S225.

  In S225, when the control unit 10 determines in S224 that the relationship between the engine torque Te and the clutch stroke Cl is stored in association with a specified number of times (for example, 3 times) (S225: YES), the program is executed in S231. If it is determined in S224 that the specified number of times and the relationship between the engine torque Te and the clutch stroke Cl are not stored in association with each other (S225: NO), the program proceeds to S226.

The processes of S226, S227, S231, S232, and S235 of the “clutch torque map correction process of the third embodiment” are the same as the processes of S26, S27, S31, S32, and S35 of the “clutch torque map correction process of the first embodiment”, respectively. It is the same as processing. In S23 2, it is determined YES, and the program proceeds to S235.

  In S235, the control unit 10 sets the engine torque Te stored in S224 as the actual clutch torque Tcr, and the relationship between the actual clutch torque Tcr and the corresponding clutch stroke Cl (stored in S224) (1 to 3 in FIG. 2). ) Is linearly interpolated to update and store the “clutch torque map” (one-dot chain line in FIG. 2). When S235 ends, the program proceeds to S236.

  In S236, the control unit 10 sets the motor generator rotational speed Nmg to 0, ends the stop power generation, and returns the program to S211.

(Effect of this embodiment)
As is apparent from the above description, the control unit 10 (clutch torque map generation unit) is configured such that when the vehicle 100 is stopped, the automatic transmission 8 (cutting element) is set to neutral so that the motor generator 6 and the drive wheels 18R, With the 18L disconnected, the rotation speed of the motor generator is kept constant (S21 in FIG. 3, S121 in FIG. 7, S221 in FIG. 9). Next, the controller 10 drives the clutch actuator 53 to decrease the clutch torque Tc of the clutch 5 in the connected state (S22-2 in FIG. 4, 1 in FIG. 6, S122 in FIG. 7, 1 in FIG. 8). ) Based on the motor generator torque Tmg and the clutch stroke Cl at this time, the relationship between the clutch torque Tc and the clutch stroke Cl is acquired.

  The maximum torque that can transmit the engine torque Te to the motor generator 6 is the clutch torque Tc. Since the motor generator 6 generates power and the motor generator torque Tmg is a negative torque, when the clutch torque Tc is equal to or less than the engine torque Te, the torque obtained by multiplying the motor generator torque Tmg by -1 is the actual clutch torque. Tcr. In this way, by acquiring the actual clutch torque Tcr, it is possible to acquire an accurate relationship between the clutch torque Tc and the clutch stroke Cl (stroke of the clutch actuator 53), and to correct the “clutch torque map”. . Therefore, it is possible to provide the hybrid vehicle drive device 1 that can generate the desired clutch torque Tc in the clutch 5.

  In addition, the “clutch torque map” is corrected at the end of stoppage power generation for stopping the power generation of the motor generator 6 by the engine 2 without specially driving the engine 2 or the motor generator 6, thereby minimizing fuel and power consumption. The fuel consumption and power consumption of the hybrid vehicle drive device 1 are not deteriorated. Further, since the actual clutch torque Tcr is acquired based on the motor generator torque Tmg, the actual clutch torque Tcr can be acquired more accurately than when the actual clutch torque Tcr is acquired from the engine torque Te. .

  Further, the control unit 10 (clutch torque map generation unit) maintains a torque Tmgk that is a torque output by the motor generator 6 when the motor generator 6 is maintained at the specified rotational speed N1 while the clutch 5 is disengaged. (S34 in FIG. 3, 8 in FIG. 6, S134 in FIG. 7, and 7 in FIG. 8). Then, the control unit 10 subtracts the maintenance torque Tmgk from the motor generator torque Tmg to obtain the actual motor generator torque Tmgr, and corrects the “clutch torque map” (S35 in FIG. 3 and S135 in FIG. 7).

  When the motor generator 6 is maintained at the specified rotational speed N1 while the clutch 5 is disengaged, the motor generator 6 does not output torque to the outside, but the motor generator 6 causes friction loss and iron loss. And a maintenance torque Tmgk, which is a torque required to maintain the rotation of the motor generator 6, is generated. Therefore, the maintenance torque Tmgk is acquired, the maintenance torque Tmgk is subtracted from the motor generator torque Tmg, and the actual motor generator torque Tmgr actually output by the motor generator 6 is acquired, so that the clutch 5 is actually output. The actual clutch torque Tcr being obtained can be acquired accurately. For this reason, the more accurate relationship between the clutch torque Tc and the clutch stroke Cl can be acquired, and the desired clutch torque Tc can be generated in the clutch 5 more accurately.

  The motor generator torque Tmg is detected while the motor generator 6 is maintained at the specified rotational speed N1, and therefore the motor generator rotational speed Nmg changes and the inertia torque of the rotor of the motor generator 6 fluctuates. The fluctuation of the motor generator torque Tmg can be prevented. Further, since motor generator rotation speed Nmg does not change, maintenance torque Tmgk also does not change. Therefore, the actual clutch torque Tcr can be accurately detected, and the “clutch torque map” can be accurately corrected.

  Further, the control unit 10 (clutch torque map generation unit) controls the engine 2 to decrease the engine torque Te in steps (3 and 11 in FIG. 6). When the engine torque Te is constant and the engine torque Ne increases with the decrease in the clutch torque Tc, the control unit 10 causes the engine rotation speed Ne and the motor generator rotation speed Nmg to be the same. The clutch torque Tc is controlled by the actuator 53 (S22-3, S22-4 in FIG. 4, FIG. 5). Then, the control unit 10 determines the motor generator torque Tmg and the clutch stroke Cl when the change amount of the clutch stroke Cl becomes equal to or less than the first specified change amount A (YES in S23 of FIG. 3, 2 of FIG. 6). Based on this, the relationship between the clutch torque Tc and the clutch stroke Cl is acquired.

  As described above, when the change amount of the clutch stroke Cl becomes equal to or less than the first specified change amount A, that is, when the change of the clutch stroke Cl is stabilized, the motor generator torque Tmg and the clutch stroke Cl are acquired. For this reason, the relationship between the clutch torque Tc and the clutch stroke Cl can be acquired more accurately.

  Further, the control unit 10 (clutch torque generation unit) keeps the rotation speed of the motor generator 6 constant while the motor generator 6 and the drive wheels 18R and 18L are disconnected when the vehicle stops. The relationship between the engine torque Te and the clutch stroke Cl when the clutch actuator 53 is driven to reduce the clutch torque Tc of the clutch 5 in the connected state is acquired (S224 in FIG. 9). The “torque map” is corrected (S236 in FIG. 9).

  The maximum torque that can transmit the engine torque Te to the motor generator 6 is the clutch torque Tc. For this reason, when the clutch torque Tc is decreased, the clutch torque Tc and the engine torque Te are the same immediately before the engine rotational speed Ne starts to increase from the motor generator rotational speed Nmg. By acquiring, the actual clutch torque Tcr can be acquired. In this way, the actual clutch torque Tcr can be acquired and the relationship between the clutch torque Tc and the clutch stroke Cl can be acquired, so that the “clutch torque map” can be corrected. Therefore, it is possible to provide the hybrid vehicle drive device 1 that can generate the desired clutch torque Tc in the clutch 5.

  The cutting element for cutting the motor generator 6 and the drive wheels 18R and 18L is the automatic transmission 8. When the “clutch torque map” is updated and recorded, the automatic transmission 8 is set to the neutral state. Thereby, there is no need to provide a special cutting element between the motor generator 6 and the drive wheels 18R and 18L, and the motor generator 6 and the drive wheels 18R and 18L can be connected by bringing the existing automatic transmission 8 into the neutral state. Can be cut.

(Description of another embodiment)
Even in an embodiment in which a reduction gear is provided between the engine 2 and the clutch 5 or between the clutch 5 and the motor generator 6, there is no problem.

  In the first embodiment described above, when the process of gradually decreasing the clutch stroke Cl is performed (S22-2 in FIG. 4), the engine rotational speed Ne is determined from the motor generator rotational speed Nmg (specified rotational speed N1). There is no problem even in an embodiment in which the relationship between the clutch stroke Cl and the motor generator torque Tmg at the time of rising is acquired and the “clutch torque map” is generated. Similarly, in the third embodiment described above, when the process of gradually decreasing the clutch stroke Cl is performed (S22-2 in FIG. 4), the engine rotational speed Ne is set to the motor generator rotational speed Nmg (specified rotational speed). There is no problem even in an embodiment in which the relationship between the clutch stroke Cl and the engine torque Te when increasing from N1) is acquired and the “clutch torque map” is generated.

  In the embodiment described above, the motor generator rotational speed Nmg is detected by the motor generator rotational speed sensor 61. However, the motor generator rotation speed Nmg may be detected by an input shaft rotation speed sensor that detects the rotation speed of the input shaft 81.

  In the embodiment described above, the automatic transmission 8 is an AMT. However, the automatic transmission 8 may be a torque converter type automatic transmission having a dual clutch transmission, a torque converter, and a planetary gear mechanism. When the automatic transmission 8 is a torque converter type automatic transmission, it is preferable to lock up the torque converter because no mechanical loss occurs in the torque converter during power generation by the motor generator 6.

  In the embodiment described above, as shown in FIG. 2, the clutch torque Tc of the clutch 5 increases as the clutch stroke Cl increases. However, the clutch 5 may have a clutch torque Tc that decreases as the clutch stroke Cl increases. Needless to say, the technical idea of the present invention can also be applied to such a clutch 5.

  In the embodiment described above, the vehicle speed V is detected by the output shaft rotation speed sensor 83, and the stop of the vehicle is detected. However, the vehicle speed V may be detected by a wheel speed sensor that detects the rotational speed of the wheel, and the stop of the vehicle may be detected.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle drive device, 2 ... Engine, 5 ... Clutch, 6 ... Motor generator, 8 ... Automatic transmission (cutting element), 10 ... Control part (clutch torque map generation part), 18L, 18R ... Drive wheel, DESCRIPTION OF SYMBOLS 51 ... Input member, 52 ... Output member, 53 ... Clutch actuator, 81 ... Input shaft, 82 ... Output shaft, 100 ... Hybrid vehicle

Claims (3)

An engine that outputs engine torque to the drive wheels;
A motor generator that outputs motor generator torque to the drive wheels and generates electric power;
A clutch which is provided between the engine and the motor generator and makes a clutch torque variable between the engine and the motor generator;
A clutch actuator for driving the clutch;
A cutting element for engaging or blocking the motor generator and the drive wheel;
When the vehicle is stopped, the motor generator and the driving wheel are disconnected by the cutting element, the rotation speed of the motor generator is kept constant, and the clutch actuator is driven and connected while the engine is rotating. The motor generator outputs when the rotation speed of the motor generator is kept constant with the clutch being disengaged from the motor generator torque when the clutch torque of the clutch in the state is reduced An actual clutch torque is calculated based on a value obtained by subtracting a maintenance torque that is a motor generator torque, and the clutch torque and the clutch are determined based on the actual clutch torque and a stroke of the clutch actuator corresponding to the motor generator torque. Actue A clutch torque map generating unit for obtaining a relationship between the stroke of the motor, the possess,
The clutch torque map generator is
Controlling the engine to reduce the engine torque stepwise;
In a state where the engine torque is constant, the clutch actuator causes the clutch and the motor generator to have the same rotational speed when the rotational speed of the engine increases as the clutch torque decreases. Control the torque,
A relationship between the clutch torque and the stroke of the clutch actuator is obtained based on the actual clutch torque and the stroke of the clutch actuator when the amount of change in the stroke of the clutch actuator is equal to or less than a specified change amount. A hybrid vehicle drive device. An engine that outputs engine torque to the drive wheels;
A motor generator that outputs motor generator torque to the drive wheels and generates electric power;
A clutch provided between the engine and the motor generator, the clutch torque being variable between the engine and the motor generator;
A clutch actuator for driving the clutch;
A cutting element for engaging or blocking the motor generator and the drive wheel;
When the vehicle is stopped, the motor generator and the drive wheel are disconnected by the cutting element, and the rotation speed of the motor generator is kept constant, and the clutch actuator is driven and connected while the engine is rotating. When the clutch torque of the clutch in the state is decreased, the engine torque immediately before the engine rotation speed starts to increase is acquired as the actual clutch torque, and the actual clutch torque and the engine rotation speed increase. based on the stroke of the clutch actuator immediately before the turn to, have a, a clutch torque map generating unit for obtaining a relationship between the stroke of the clutch torque and the clutch actuator,
The clutch torque map generator is
Controlling the engine to reduce the engine torque stepwise;
In a state where the engine torque is constant, the clutch actuator causes the clutch and the motor generator to have the same rotational speed when the rotational speed of the engine increases as the clutch torque decreases. Control the torque,
A relationship between the clutch torque and the stroke of the clutch actuator is obtained based on the actual clutch torque and the stroke of the clutch actuator when the amount of change in the stroke of the clutch actuator is equal to or less than a specified change amount. A hybrid vehicle drive device. The cutting element is provided between the motor generator and the driving wheel, and has an input shaft to which the motor generator torque from the motor generator is input, and an output shaft that is rotationally connected to the driving wheel. , An automatic transmission having a plurality of shift stages having different gear ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft,
Wherein when said stroke of the clutch actuator to obtain a relationship between the clutch torque claim 1 or claim 2 wherein the output shaft and the input shaft in the automatic transmission is in the neutral state of not being rotatably connected The drive device for hybrid vehicles described in 1.

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