JP6693320B2 - Gear control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle gear control device for performing gear switching control of a transmission of a hybrid vehicle, and particularly to a hybrid vehicle gear control device that is controlled so that regenerative electric power can be efficiently recovered during deceleration.

  A hybrid vehicle with an engine and a motor generator installed together supplies driving power from a battery to the motor generator when the vehicle is running, and drives the vehicle with this motor generator or assists the driving force of the engine while decelerating (during coasting). And (when braking), the torque of the engine is transmitted to the motor generator and the battery is charged with the regenerated electric power.

  In recovering the regenerative electric power at the time of deceleration, the gear switching control from the high speed gear to the low speed gear of the transmission is not performed as much as possible, and the high speed gear (for example, 5 speed in the 5 speed automatic transmission) is maintained. Is preferred. As described above, by maintaining the high speed gear, it is possible to prevent the engine and the transmission from being non-directly connected with each other due to the gear shift, and interrupting the recovery of the regenerative electric power by the motor generator that is rotationally driven together with the engine. Further, when the gear is switched from the high speed gear to the low speed gear, it is prevented that the engine speed increases, the engine brake strongly acts due to the increase in engine friction, and the recovery efficiency of regenerative power relatively decreases. be able to.

  For example, in the hybrid vehicle according to Patent Document 1, a change in the gear ratio of the automatic transmission is prohibited during braking to prevent a change in the regenerative braking force due to a shift, and a clutch provided between the engine and the transmission. Are connected so that a stable braking force can be obtained (see claims 1 and 4, paragraphs 0010, 0013, etc. of this document).

JP, 10-73161, A

  The hybrid vehicle according to Patent Document 1 described above is controlled so as to maintain the high-speed gear during recovery of regenerative electric power. This high-speed gear has smaller torque than the low-speed gear. Therefore, when the driver has the intention to re-accelerate after deceleration, the acceleration force expected by the driver may not be obtained.

  Therefore, an object of the present invention is to enable a driver to accelerate quickly when the driver has the intention to re-accelerate after deceleration.

  In order to solve the above problems, in the present invention, an internal combustion engine mounted on a vehicle, a transmission that reduces the rotation of the internal combustion engine by a gear, a motor generator that is rotationally driven integrally with the internal combustion engine, and the motor While supplying drive power to the generator, a battery charged by the regenerative power generated by the motor generator, and a reacceleration determining means for determining the driver's intention to reaccelerate based on the vehicle operation of the driver. , A normal speed shift control map relating to a normal shift in which the gears of the transmission are switched at a normal level, and a switching pattern that determines a vehicle speed when switching the transmission from a high speed gear to a low speed gear during deceleration regeneration of the vehicle Based on a plurality of regenerative speed change control maps and the judgment result of the reacceleration judging means. And a shift switching control means for selecting a shift control map from the plurality of shift control maps during regeneration and issuing a gear shift control signal to the transmission based on the shift control map. A gear control device for a vehicle is configured.

  In the above configuration, a brake pedal sensor for detecting the operation amount of the brake pedal is further provided, and the reacceleration determination means determines the driver's intention of reacceleration from the detection result of the brake pedal sensor. preferable.

  In each of the above-mentioned configurations, the plurality of shift control maps during regeneration are a shift control map relating to a regenerative emphasis shift in which a vehicle speed at which a high speed gear is switched to a low speed gear in the shift control map relating to the normal shift is shifted to a low speed side, It is preferable that the shift control map relating to the regenerative shift includes a shift control map relating to the jump shift in which at least one gear is skipped among the plurality of gears to switch from the high speed gear to the low speed gear.

  Further, in the configuration including each shift control map described above, the determination by the reacceleration determination means is any one of the depression force of the brake pedal, the depression speed, the stroke amount of depression, and the depression time detected by the brake pedal sensor. Or, based on a combination thereof, when the pedaling force is smaller than a predetermined reference pedaling force, when the pedaling speed is smaller than a predetermined reference pedaling speed, the stroke amount is a predetermined reference When it is smaller than the stroke amount, or when the depression time is shorter than a predetermined reference depression time, it is determined that the driver has the intention to re-accelerate, and the shift control map related to the jump shift is displayed. It is preferable that the configuration is selected.

  Further, in each of the above configurations, a charge remaining amount sensor for detecting the charge remaining amount of the battery is further provided, and one of the plurality of regenerative shift control maps is provided based on the detection result of the charge remaining amount sensor. It is preferable that the shift control map is selected.

  Further, in each of the above configurations, it is preferable that a correction coefficient is set for the speed value of the one shift control map and the speed value is corrected.

  According to the gear control device for a hybrid vehicle of the present invention, the driver re-accelerates because the shift control map is selected after determining the driver's intention of re-acceleration based on the vehicle operation of the driver. Appropriate shift control is performed so that acceleration can be performed promptly when the driver has an intention. Therefore, when the driver performs a re-acceleration operation after deceleration, it is possible to obtain an acceleration force suitable for the driver's intention to accelerate.

Block diagram of a vehicle equipped with a hybrid vehicle gear control device according to the present invention Shift pattern diagram showing an example of a gear switching pattern of the transmission shown in FIG. The map shown in FIG. 1 is shown, (a) is a normal shift, (b) is a regenerative emphasis shift, (c) is a skip shift, (d) is a charge remaining amount consideration shift The flowchart figure which shows the control flow of the gear control apparatus for hybrid vehicles shown in FIG.

  FIG. 1 shows a block diagram of a vehicle equipped with a hybrid vehicle gear control device (hereinafter, simply referred to as a gear control device) according to the present invention. This vehicle is a so-called mild hybrid vehicle in which the engine is assisted by a motor generator while regenerative electric power is recovered by the motor generator. The vehicle is an engine 1 as an internal combustion engine and a belt drive starter generator 2 (hereinafter referred to as a motor generator). 1), a battery 3, an electronic control unit 4, a 5-speed automatic transmission 5 (hereinafter abbreviated as transmission 5), a brake pedal 6 and an accelerator pedal 7. There is.

  The generator 2 is configured to be rotationally driven integrally with the engine 1 by a transmission belt. During power running (particularly during re-acceleration after deceleration), the vehicle can be smoothly accelerated by appropriately assisting the driving force of the engine 1 with the rotational driving force of the generator 2. During braking, the regenerative electric power is recovered by transmitting the torque of the engine 1 to the generator 2.

  The battery 3 is connected to the generator 2, and driving power is sent from the battery 3 to the generator 2 during power running. On the other hand, the battery 3 is charged by the regenerative power collected by the generator 2 during braking.

  The electronic control unit 4 has a function of receiving data regarding the entire vehicle and issuing a control signal to each device based on the data, and includes a brake pedal sensor 8, a reacceleration determination means 9, a plurality of shift control maps 10, and a shift. The switching control unit 11, the remaining charge sensor 12, the vehicle speed sensor 13, and the accelerator pedal sensor 14 are provided.

  The brake pedal sensor 8 has a function of detecting the operation amount of the brake pedal 6, and the brake pedal sensor 8 allows the driver's brake pedal such as the pedaling force, the pedaling speed, the pedaling stroke amount, and the pedaling time of the brake pedal 6. Various kinds of information regarding the operation of 6 can be obtained.

  The reacceleration determination means 9 determines whether or not the driver has the intention of reacceleration, based on the above various information acquired by the brake pedal sensor 8. For example, when the stepping force of the brake pedal 6 is smaller than a predetermined reference stepping force, when the stepping speed is smaller than the predetermined reference stepping speed, and when the stroke amount is smaller than the predetermined reference stroke amount. Alternatively, or when the depression time is shorter than a predetermined reference depression time, it is determined that the driver has a re-acceleration intention.

  The shift switching control means 11 selects one shift control map 10a among a plurality of shift control maps 10 described later based on the determination result of the reacceleration determination means 9, and based on this shift control map 10a, the transmission is selected. 5 has a function of issuing a gear switching control signal. The rotational driving force of the engine 1 decelerated by the transmission 5 is transmitted to the wheels 16 via the differential 15.

  The transmission 5 is provided with a lockup mechanism (not shown) for directly connecting the engine 1 and the transmission 5 and transmitting power between the engine 1 and the transmission 5 without loss. When the gears of the transmission 5 are switched, the lockup mechanism is once in a non-direct connection state so that the gears of the transmission 5 can be smoothly switched. When the lockup mechanism is not directly connected, since the rotational force from the transmission 5 to the engine 1 is not transmitted, the rotational force is not transmitted to the generator 2 that is rotationally driven integrally with the engine 1. That is, while the gears of the transmission 5 are switched (while the lockup mechanism is not directly connected), the regenerative electric power cannot be recovered by the generator 2 or the recovery efficiency is significantly reduced.

  The remaining charge sensor 12 is connected to the battery 3 and has a function of detecting the state of charge of the battery 3. The vehicle speed sensor 13 has a function of detecting the vehicle speed. The accelerator pedal sensor 14 has a function of detecting the opening degree of the accelerator pedal 7.

  Switching of the gears of the transmission 5 is controlled, for example, according to the shift pattern diagram shown in FIG. This shift pattern diagram is applied to the 5-speed automatic transmission 5. The horizontal axis of this shift pattern diagram shows the vehicle speed, and the vertical axis shows the accelerator opening degree. Based on the position in this shift pattern diagram determined by the vehicle speed and the accelerator opening degree, the gear selected at that time (1st speed to 5th speed) ) Is determined.

  When the solid line that delimits each gear position (1st to 5th gear) is crossed from left to right, switching from the low speed gear to the high speed gear (see "up" in the figure) is performed. On the other hand, when the broken line that delimits each gear position is crossed from right to left, the high speed gear is switched to the low speed gear (see "down" in the figure).

For example, in the accelerator operation (acceleration) indicated by the circled number 1, when acceleration is started by depressing the accelerator pedal 7 (see FIG. 1) from the stopped state of the vehicle, the acceleration is started from the first speed to the second speed at the point A _1. to ₂ in second gear to the third gear, to at point a ₃ 3 fourth gear positions, switching to at point a ₄ 4 to fifth gear is performed sequentially with the acceleration. Further, in the accelerator operation (deceleration) marked with a circled number 2, when the accelerator pedal 7 is gradually loosened, switching from the 5th speed to the 4th speed at the point B ₁ and the switching from the 4th speed to the 3rd speed at the point B ₂ are decelerated. It is carried out sequentially with. Further, in the accelerator operation and the brake operation (deceleration) indicated by the circled number 3, when the accelerator pedal 7 is loosened and the brake pedal 6 (see FIG. 1) is depressed to start deceleration, the fifth to fourth speeds are set at the point C _1. to, at point C ₂ to 4 speed to the third speed, to a point C ₃ 3 speed to the second speed, the changeover from the second speed to the first speed at point C ₄ sequentially carried out in accordance with the deceleration.

  The shift control map 10 (10a) is a map (normal shift control map) showing the relationship between the switching timing of each gear and the vehicle speed at that time during normal traveling, and when the accelerator opening is 0 (in FIG. 2). On the “vehicle speed” axis), a map (regeneration shift control map) showing the relationship between the timing of gear switching from a high speed gear to a low speed gear and the vehicle speed at that time is formed. In the gear control device according to this embodiment, as shown in FIGS. 3A to 3D, the gear shift according to the four shift patterns of the normal shift, the regenerative emphasis shift, the jump shift, and the charge remaining amount consideration shift. Each control map is prepared. Of these, the regeneration-oriented shift, the jump shift, and the charge remaining amount consideration shift correspond to the regenerative shift control map, and the normal shift corresponds to the normal shift control map. In addition, in each shift control map, in order to facilitate comparison with other shift control maps, data relating to other shift control maps are indicated by broken lines. For example, the description “5 → 4” in each drawing means switching of the gear from the fifth speed to the fourth speed.

  The normal shift (see FIG. 10A) is a shift pattern in which the gear is switched from the high speed gear to the low speed gear at a vehicle speed similar to that of a general hybrid vehicle. In this normal shift, the transmission of the driving force and the braking of the vehicle by the engine braking are controlled in a well-balanced manner. As will be described later, this normal shift is selected when the remaining charge sensor 12 detects the fully charged state of the battery 3.

  Compared with the normal shift (the graph shown by the broken line in this figure), the regeneration-oriented shift (see this figure (b)) shifts the vehicle speed when changing the gear from the high speed gear to the low speed gear to the lower speed side (engine rotation speed). The number of rotations is about 1000). In this way, by setting the vehicle speed for gear switching to the low speed side, it is possible to maintain the high speed gear (especially the fifth speed) as long as possible during deceleration. As a result, the transmission 5 and the engine 1 are in a non-direct connection state as the gear is switched from the high speed gear to the low speed gear, and the regenerative electric power is recovered by the generator 2 that is rotationally driven integrally with the engine 1. Can be prevented as much as possible. Further, when the gear is switched from the high speed gear to the low speed gear, it is prevented that the rotation speed of the engine 1 increases and the engine brake strongly acts due to the increase of the engine friction, so that the efficiency of recovering the regenerated electric power is relatively decreased. can do. As will be described later, this regeneration-oriented shift is selected when the battery 3 has a charge capacity and the driver does not have an intention to accelerate.

  In the jump shift (see this figure (c)), the vehicle speed at the time of switching the gear from the high speed gear to the low speed gear is the same as the regenerative emphasis shift, but the shift is directly performed from the 5th speed to the 3rd speed, and the 4th speed is changed. The difference is that I tried to skip it. The gear of the transmission has a smaller torque in the higher speed gear than in the lower speed gear, and even if the accelerator pedal is depressed at the time of reacceleration, a sufficient acceleration force expected by the driver may not be obtained. In this way, by skipping the 4th speed and switching the gear from the 5th speed to the 3rd speed, a large torque can be obtained, so that the re-acceleration can be smoothly performed. It is just an example that the first speed is skipped to the fourth speed. For example, as the second speed skip to the fourth speed and the third speed, the gears may be directly switched from the fifth speed to the second speed. As will be described later, this jump shift is selected when the battery 3 has a charge capacity and the driver has an intention to accelerate.

  In the charge remaining amount consideration shift (see (d) of this figure), the vehicle speed at the time of switching the gear from the high speed gear to the low speed gear is between the normal shift and the regenerative emphasis shift. When the battery 3 is close to being fully charged (not in a fully charged state), the battery 3 can be further charged, but if the regenerative power is large, the battery 3 is immediately overcharged, which may shorten the life of the battery 3. obtain. Therefore, by recovering the regenerative electric power while switching the gears at a speed between the normal shift and the regenerative emphasis shift, it is possible to prevent the battery 3 from being overcharged and smoothly charge the battery 3 to the fully charged state. As will be described later, this charge remaining amount consideration shift is selected when the charge remaining amount of the battery 3 is within a predetermined range close to full charge (for example, 80% or more and less than 100%).

  FIG. 4 is a flowchart showing the control flow of the gear control device (see FIG. 1 for the reference numerals assigned to the respective constituent elements). In this control flow, first, whether or not the accelerator pedal 7 is depressed is detected by the accelerator pedal sensor 14 (step S1 in the figure). When the depression of the accelerator pedal 7 is detected (No side of step S1 in this figure), the detection by the accelerator pedal sensor 14 is continued as it is.

  On the other hand, when the depression of the accelerator pedal 7 is not detected (Yes in step S1 of this figure), the remaining charge sensor 12 detects whether or not the battery 3 is in a fully charged state (step of this figure). S2). When it is determined that the battery 3 is in the fully charged state (Yes in step S2 in the figure), the shift control map 10a for the normal shift shown in FIG. 3A is selected (step S3 in the figure). The gear switching control is performed at the same vehicle speed as a general hybrid vehicle.

  On the other hand, when it is determined that the battery 3 is not in the fully charged state (No side in step S2 in this figure), the operation amount of the brake pedal 6 is detected by the brake pedal sensor 8 (step S4 in this figure). .. The operation amount includes, for example, the depression force of the brake pedal 6, the depression speed, the stroke amount of depression, and the depression time. A reference amount is set in advance for each of these work amounts, and whether or not the driver has a re-acceleration intention is re-determined based on the magnitude relationship between each detected operation amount and the reference amount. It is judged by the acceleration judging means 9 (step S5 in the figure). As the operation amount, for example, only the treading force may be adopted, or a plurality of things such as the treading force and the treading speed may be combined.

  The re-acceleration determination means 9 determines, for example, when the pedaling force is smaller than the reference pedaling force, when the stepping speed is smaller than the reference stepping speed, when the stroke amount is smaller than the reference stroke amount, and when the stepping time is shorter than the reference stepping time. It is judged that the driver has the intention to re-accelerate when the time is short.

  When the re-acceleration determining means 9 determines that the driver has the intention to re-accelerate (Yes side of step S6 in this figure), the shift control map 10a related to jump shift is selected (step S7 in this figure). In this jump shift, as shown in FIG. 3C, when decelerating, the fourth speed is skipped and a direct shift is performed from the fifth speed to the third speed. By directly switching the gear to the low speed gear in this manner, a large torque can be obtained, so that the acceleration force expected by the driver can be obtained.

  On the other hand, when the re-acceleration determining means 9 determines that the driver has no intention of re-acceleration (No side of step S6 in the figure), the shift control map 10a related to the regenerative emphasis shift is selected (the figure). Step S8). In this regeneration-oriented shift, as shown in FIG. 3B, the vehicle speed when the gear is switched from the high speed gear to the low speed gear is set to the low speed side as compared with the normal shift. By switching the gears in this way, it is possible to keep the high speed gear (especially the fifth speed) as long as possible during deceleration, and it is possible to efficiently recover the regenerative electric power.

  Here, when the charge amount of the battery 3 detected by the charge remaining amount sensor 12 is in the range of 80% or more and less than 100% (Yes in step S9 of this figure), the selected jump shift or regeneration-oriented shift is specified. The correction coefficient is set to the vehicle speed at which the gear switching is performed (step S10 in the figure). This correction coefficient has a role of shifting the vehicle speed defined by the jump shift or the regenerative emphasis shift to the high speed side. In this way, by shifting the vehicle speed at which the gears are switched to the high speed side, it is possible to charge the battery 3 to the full charge state while preventing overcharging even when the charge amount of the battery 3 is close to the full charge state. ..

  This correction coefficient reduces the deviation amount of the vehicle speed to the high speed side when the charge amount of the battery 3 is close to 80% (when there is some charge remaining capacity), while the charge amount of the battery is close to 100%. At this time (when there is almost no remaining charge), it is preferable that the amount of deviation of the vehicle speed to the high speed side can be appropriately changed. Instead of setting the correction coefficient, as shown in FIG. 3D, a charge remaining amount consideration shift applied when the battery charge amount is close to full charge is determined in advance, and the charge remaining amount consideration shift is performed. Can be applied as is. Further, the selected jump shift or regeneration-oriented shift may be applied as it is without setting the correction coefficient or adopting the charge remaining amount consideration shift.

  On the other hand, when the charge amount of the battery 3 is less than 80% (No side of step S9 in this figure), the remaining charge capacity is sufficient, so that the selected jump shift or regenerative emphasis is performed without setting the correction coefficient. The shift is applied as is. As described above, the gear shift control map 10a is selected in consideration of the remaining charge of the battery 3 and the driver's intention to re-accelerate, and the gear shift control is performed after the correction coefficient is appropriately set in the gear shift control map 10a. (Step S11 in the figure).

  In this flowchart, the correction coefficient is set when the battery charge amount is 80% or more and less than 100%, but the range of the charge amount for which the correction coefficient is set can be appropriately changed.

  The above-described embodiment is merely an example, and as long as the driver can solve the problem of the invention of the present application, it is possible to accelerate quickly when the driver has the intention to re-accelerate after deceleration. It is also possible to change the components of the gear control device or add a shift control map 10a different from the above in advance.

  Further, in the above-described embodiment, the operation amount of the brake pedal 6 is adopted in order to determine the driver's intention to re-accelerate. However, the driver's contact with the shift lever and the curve shape of the road in the traveling direction are used. Various factors that can estimate the driver's intention to re-accelerate, such as a change from a straight line to a straight line, can be appropriately adopted for determining the intention to re-accelerate. Further, by learning the driver's braking operation and the subsequent reacceleration situation, the judgment criterion of the reacceleration judging means 9 is appropriately changed or a new shift control map 10a is automatically generated to suit the driver's preference. You can also do it.

  Further, in the above embodiment, the configuration including the multi-stage automatic transmission has been described, but application to a continuously variable transmission including a lockup mechanism is also conceivable.

1 engine (internal combustion engine)
2 Belt drive starter generator (generator)
3 Battery 4 Electronic Control Unit 5 5 Speed Automatic Transmission (Transmission)
6 Brake Pedal 7 Accelerator Pedal 8 Brake Pedal Sensor 9 Reacceleration Judgment Means 10 (10a) (Normal and Regenerative) Shift Control Map 11 Shift Switching Control Means 12 Charge Remaining Amount Sensor 13 Vehicle Speed Sensor 14 Accelerator Pedal Sensor 15 Differential 16 Wheels

Claims (6)

An internal combustion engine mounted on the vehicle,
A transmission that reduces the rotation of the internal combustion engine by a gear,
A motor generator that is rotationally driven integrally with the internal combustion engine,
While supplying drive power to the motor generator, a battery charged by regenerative power generated in the motor generator,
Based on the driver's vehicle operation, re-acceleration determination means for determining the driver's intention to re-accelerate,
A normal shift control map relating to a normal shift in which the gears of the transmission are switched at a normal level,
During deceleration regeneration of the vehicle, a plurality of regenerative shift control maps having different switching patterns for determining the vehicle speed when switching the transmission from the high speed gear to the low speed gear,
Based on the determination result of the reacceleration determining means, one of the plurality of shift control maps during regeneration is selected, and a gear switching control signal is issued to the transmission based on the shift control map. Shift switching control means,
A gear control device for a hybrid vehicle equipped with.   The hybrid vehicle gear according to claim 1, further comprising a brake pedal sensor that detects an operation amount of the brake pedal, and the reacceleration determining unit determines a driver's intention of reacceleration based on a detection result of the brake pedal sensor. Control device. The determination by the reacceleration determination means is made based on any one of the pedal effort, the pedaling speed, the stroke amount of the pedaling, the pedaling time of the brake pedal, which is detected by the brake pedal sensor, or a combination thereof. Is smaller than a predetermined reference stepping force, when the stepping speed is smaller than a predetermined reference stepping speed, when the stroke amount is smaller than a predetermined reference stroke amount, or the stepping time driver gear control device for a hybrid vehicle according to claim 2 you judged as having a re-acceleration intention when shorter than the reference depression time predetermined. The plurality of regenerative shift control maps,
In the shift control map related to the normal shift, the shift control map related to the regeneration-oriented shift in which the vehicle speed at which the high speed gear is switched to the low speed gear is shifted to the low speed side,
In a shift control map relating to the regenerative emphasis shift, at least one gear is skipped among a plurality of gears, and a shift control map relating to a jump shift in which a high speed gear is switched to a low speed gear,
The hybrid vehicle gear control device according to claim 1, further comprising:   A charge remaining amount sensor for detecting a charge remaining amount of the battery is further provided, and one shift control map among the plurality of regeneration shift control maps is selected based on a detection result of the charge remaining amount sensor. 5. The gear control device for a hybrid vehicle according to any one of 1 to 4.   The gear control device for a hybrid vehicle according to claim 1, wherein a correction coefficient is set to a speed value of the one shift control map, and the speed value is corrected.

Images