JPH104607A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the controller of a hybrid vehicle which can improve the efficiency of regeneration by motor, by properly controlling a vehicle drive system at the time of deceleration of the vehicle. SOLUTION: When the charging of a battery is permitted even during deceleration of a vehicle, the capacity of engagement of a clutch 5 is set (S121, S122, and S123), using a KCL table for full closing of a throttle. The KCL table for full closing of the throttle is set so that the engagement capacity coefficient KCL may be zero within the range of 0.5 to 1.0 for clutch speed ratio RCL, and during deceleration, the clutch 5 is disengaged. A motor 3 is provided on the drive wheel side of the clutch 5 to enable regeneration, even if the clutch is disengaged.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle having an engine and a motor as prime movers.

[0002]

2. Description of the Related Art A hybrid vehicle having an engine and a motor as a prime mover has been conventionally known. As a control device for a prime mover of such a hybrid vehicle, for example, one described in Japanese Patent Application Laid-Open No. 5-229351 is known. Have been.

In this device, an optimum torque at which the efficiency of the engine is maximized is determined in accordance with the running conditions of the vehicle, and an actual driving torque (actual torque) of the engine is detected.
The required torque is determined based on the optimum torque and the actual torque. Then, when the optimum torque is selected as the required torque and the optimum torque is larger than the actual torque, a regenerative current is generated.

[0004]

Generally, in the case of performing regeneration by a motor, the amount of regenerative energy increases as the rotation speed of the motor increases, but as the engine rotation speed increases, the energy lost by engine braking also increases. Therefore, it is desirable to suppress the energy lost by the engine brake when the vehicle decelerates, and to recover the deceleration energy to the maximum by regeneration.

However, in the above-described conventional apparatus, control is not performed in consideration of the influence of the engine brake at the time of deceleration of the vehicle, so that the kinetic energy of the vehicle at the time of deceleration is efficiently recovered as electric energy. Room was left.

The present invention has been made in view of this point, and appropriately controls the vehicle drive system during vehicle deceleration.
An object of the present invention is to provide a control device for a hybrid vehicle that can improve the efficiency of regeneration by a motor.

[0007]

In order to achieve the above object, the present invention has an engine for driving a vehicle and a regenerative function for driving the vehicle with electric energy and converting kinetic energy of the vehicle to electric energy. A motor, a transmission provided between the drive wheels of the vehicle and the engine, a clutch provided between the drive wheels of the vehicle and the engine, and supplying electric energy to the motor and A control device for a hybrid vehicle including: a power storage unit that stores electric energy output from a motor; a vehicle deceleration detection unit that detects a deceleration state of the vehicle based on an operation state of the vehicle; Clutch control means for setting the engagement capacity of the clutch to a predetermined value smaller than that during normal traveling, and detecting the deceleration state And a motor control means for performing regeneration by serial motor, the motor is obtained as being arranged to be driven the vehicle without passing through the clutch.

It is preferable that the motor control means sets a regenerative amount in accordance with an engagement capacity of the clutch.

Preferably, the vehicle deceleration detecting means includes throttle valve opening detecting means for detecting a throttle valve opening of the engine, and detects the deceleration state based on the detected throttle valve opening.

[0010] It is preferable that the apparatus further comprises a remaining capacity detecting means for detecting a remaining capacity of the power storage means, and a regeneration limiting means for limiting regeneration by the motor in accordance with the detected remaining capacity.

According to the control device of the first aspect, when the vehicle is decelerating, the engagement capacity of the clutch is set to a predetermined value smaller than that during normal running, and regeneration by the motor is performed.

According to the control device of the second aspect, the regeneration amount is set according to the engagement capacity of the clutch.

According to the control device of the third aspect, the deceleration state is detected based on the detected throttle valve opening.

According to the control device of the fourth aspect, the remaining capacity of the power storage means is detected, and the regeneration by the motor is limited according to the detected remaining capacity.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram schematically showing the configuration of a drive system of a hybrid vehicle and a control device therefor according to an embodiment of the present invention (components such as sensors and actuators are omitted). An engine (hereinafter, referred to as “engine”) 1 is configured to drive a drive wheel 6 via a drive shaft 2, a transmission mechanism 4, and a clutch 5. The motor 3 is disposed so as to directly drive the drive wheels 6 and has a regenerative function of converting kinetic energy due to rotation of the drive wheels 6 into electric energy and outputting the electric energy. The motor 3 is connected to a battery 14 via a power drive unit (hereinafter, referred to as “PDU”) 13,
Drive and regeneration control is performed via U13.

An engine electronic control unit (hereinafter referred to as "ENGECU") 11 for controlling the engine 1;
A motor electronic control unit (hereinafter referred to as “MOTECU”) for controlling the motor 3, a battery electronic control unit (hereinafter referred to as “BAT ECU”) for determining the state of the battery 14, and a transmission mechanism electronic control unit (hereinafter referred to as “BAT ECU”) for controlling the transmission mechanism 4 "T / MEC
U ”), and these ECUs are interconnected via a data bus 21. Each ECU
Transmits the detected data, flag information, and the like to each other via the data bus 21.

FIG. 2 is a diagram showing the configuration of the engine 1, the ENGECU 11, and its peripheral devices. A throttle valve 103 is provided in the intake pipe 102 of the engine 1. Throttle valve opening (θTH)
The sensor 104 is connected to the throttle valve 10.
3 to output an electric signal corresponding to the opening degree of ENGCU 11
To supply. The throttle valve 103 is of a so-called drive-by-wire type (DBW), and a throttle actuator 1 for electrically controlling the valve opening.
05 are connected. Throttle actuator 10
The operation of 5 is controlled by the ENGECU 11.

A fuel injection valve 106 is provided for each cylinder between the engine 1 and the throttle valve 103 and slightly upstream of an intake valve (not shown) of the intake pipe 102. Each fuel injection valve 106 is provided with a pressure regulator ( (Not shown) and a fuel tank (not shown), and is electrically connected to the ENGECU 11 to
The signal from U11 controls the valve opening time and valve opening timing of the fuel injection valve 106.

Immediately downstream of the throttle valve 103, a pipe 10
7, an intake pipe absolute pressure (PBA) sensor 108 is provided. The absolute pressure signal converted into an electric signal by the absolute pressure sensor 108 is supplied to the ENGECU 11.

An intake air temperature (TA) sensor 109 is attached downstream of the absolute pressure sensor 108, and the intake air temperature T
ENGECU by detecting A and outputting a corresponding electric signal
11 The engine water temperature (TW) sensor 110 mounted on the main body of the engine 1 includes a thermistor or the like,
The engine water temperature (cooling water temperature) TW is detected, and a corresponding temperature signal is output and supplied to the ENGECU 11.

The engine speed (NE) sensor 111 is mounted around a camshaft or a crankshaft (not shown) of the engine 1, and a signal pulse (hereinafter referred to as a “pulse”) at a predetermined crank angle position every 180 ° rotation of the crankshaft of the engine 1. TDC
The TDC signal pulse is supplied to the ENGECU 11.

The ignition plug 113 of each cylinder of the engine 1
Is connected to the ENGECU 11 and
11, the ignition timing is controlled.

A three-way catalyst 115 for purifying HC, CO, NOx and the like in the exhaust gas is mounted in the exhaust pipe 114 of the engine 1, and an air-fuel ratio (LAF) sensor is provided upstream thereof. 117 is mounted. The LAF sensor 117 outputs an electric signal that is substantially proportional to the oxygen concentration in the exhaust gas (and the degree of oxygen deficiency), and
To supply. The LAF sensor 117 can detect the air-fuel ratio of the air-fuel mixture supplied to the engine 1 over a wide range from the stoichiometric air-fuel ratio to the lean side to the rich side.

A brake switch 118 which is turned on when a brake pedal of the vehicle is depressed, a vehicle speed sensor 119 which detects a vehicle speed VCAR, and an accelerator opening sensor 120 which detects an accelerator pedal depression amount (hereinafter referred to as "accelerator opening") θAP. Are connected to the ENGECU 11, and the detection signals of these sensors are
1 is supplied.

The ENGECU 11 shapes input signal waveforms from various sensors, corrects voltage levels to predetermined levels,
An input circuit having a function of converting an analog signal value to a digital signal value, a central processing circuit (hereinafter referred to as a “CPU”), a storage unit for storing various operation programs executed by the CPU, operation results, and the like, fuel injection The valve 106 includes an output circuit for supplying a drive signal to the ignition plug 113 and the like. The basic configuration of another ECU is ENGECU1
Same as 1.

FIG. 3 is a diagram showing in detail a connection state of the motor 3, the PDU 13, the battery 14, the MOTECU 12, and the BAT ECU 15.

The motor 3 is provided with a motor speed sensor 202 for detecting the speed NMTR, and a detection signal is supplied to the MOTECU 12. P
The connection line connecting the DU 13 and the motor 3 includes the motor 3
And a current-voltage sensor 201 for detecting a voltage and a current supplied to the motor 3 or output from the motor 3, and the PDU 13 has its temperature, more specifically, the temperature TD of the protection resistor of the drive circuit of the motor 3. Temperature sensor 2 for detecting
03 is provided. These sensors 201, 203
Is supplied to the MOTECU12.

A connection line connecting the battery 14 and the PDU 13 is provided with a voltage / current sensor 204 for detecting a voltage between output terminals of the battery 14 and a current output from the battery 14 or supplied to the battery 14. The detection signal is supplied to the BAT ECU 15.

FIG. 4 shows the transmission mechanism 4 and the clutch 5 and T /
FIG. 3 is a diagram showing a connection state with MECU16. Transmission mechanism 4
Adopts a continuously variable transmission mechanism, and the rotation speed N of its drive shaft
D and a rotation speed sensor 30 for detecting the rotation speed NM of the driven shaft
1, 302 are provided, and the detection signal is T / ME
It is supplied to the CU 16. The T / MECU 16 is a sensor 3
The gear ratio GR is calculated from the detection signals 01 and 302. A transmission actuator 303 for controlling the transmission ratio of the transmission mechanism 4 is provided, and its operation is controlled by the T / MECU 16.

The clutch 5 has an output shaft (driven side)
A rotation speed sensor 304 for detecting the rotation speed NMCL is provided, and a detection signal thereof is supplied to the T / MECU 16. The T / MECU 16 determines the clutch speed ratio RC from the driven shaft speed NM and the clutch output shaft speed NMCL.
Calculate L (= NM / NMCL). Also, the clutch 5
A clutch actuator 305 is provided for controlling the engagement capacity (engagement pressure), and its operation is controlled by the T / MECU 16.

FIG. 5 is a flowchart of the assist / regeneration determination process executed by the BAT ECU 15, and this process is executed, for example, at predetermined time intervals.

First, in step S1, the integrated discharge amount BATTDISCH and the integrated charge amount BAT of the battery 14 are determined.
Calculate TCHG. Specifically, the detected battery output current and input current (charging current) are integrated and calculated each time this process is executed. Here, the discharge amount integrated value BATTD
ISCH is a positive value, and the integrated charge amount BATTCHG is a negative value. In addition, the discharge integrated value BATTDISC
H is reset at the start of assist (FIG. 11, step S49), and the charge amount integrated value BATTCHG is reset at the start of regeneration processing (FIG. 12, step S73).

In step S2, the depth of discharge DOD of the battery 14 is calculated. Specifically, the dischargeable amount of the battery in a fully charged state is set to BATTFUL.
Assuming L, the depth of discharge DOD is calculated by the following equation (1).

DOD = (BATTDISCH + BATTCHG) / BATTFULL (1) Therefore, the remaining battery charge BATTREM = BATT
FULL- (BATTDISCH + BATTCHG), and the residual ratio RREM = BATTREM / BATFUFU
LL = 1−DOD.

In step S3, a discharge permission flag FDISC indicating "1" that discharge from the battery is permitted.
It is determined whether or not H is “1”. If FDISCH = 1, it is determined whether or not the depth of discharge DOD is smaller than a predetermined low capacity depth DODL corresponding to the lower limit capacity of the battery.
OD ≧ DODL and remaining battery charge BATTRE
If M is small, the discharge permission flag FDISCH is set to "0", and discharge is not permitted (step S1).
1), end this processing.

If DOD <DODL in step S9, the ASSISTP map is searched according to the depth of discharge DOD to calculate the allowable discharge amount ASSISTP (step S10). As shown in FIG. 6, until the discharge depth DOD reaches the predetermined intermediate depth DODM, the ASSISTP map is set to ASSISTP = ASSISTP0.
In the range of DM <DOD <DODL, the ASSISTP value is set to decrease as the DOD value increases.

In a succeeding step S12, it is determined whether or not an assist permission flag FASSIST indicating "1" that the driving force assistance (assist) by the motor 3 is permitted is "1". If FASSIST = 1, the process proceeds to step S12. Discharge amount BAT
It is determined whether or not the TDISCH is equal to or more than the allowable discharge amount ASSISTP (step S13). And BATTDIS
If CH <ASSISTP, this processing is immediately terminated (the assist permission state is continued), and BATTDISC
If H ≧ ASSISTTP, the assist permission flag FASSIST is set to “0”, the assist is not permitted (step S14), and the process ends.

When the discharge power amount BATTDSICH of the battery 3 is equal to or more than the permitted discharge amount ASSISTP by the processing of steps S13 and S14, the assist is not permitted, so that excessive discharge of the battery 3 can be prevented.

When FASSIST = 0 in step S12 and assist by the motor 3 is not permitted, it is determined whether or not an assist execution flag FASSISTON indicating "1" indicating that assist is being executed is "1". If FASSISTON = 1, the present process is immediately terminated. If FASSISTON = 0, the assist permission flag FASSIST is set to "1" (step S17), and the present process is terminated.

If FDISCH = 0 and discharge is not permitted in step S3, it is determined whether or not the discharge depth DOD is smaller than a predetermined return depth DODR (see FIG. 6) (step S4), and DOD ≧ DODR. If, the present process is immediately terminated, and the discharge non-permission state is continued. On the other hand, when DOD <DODR due to regeneration, the discharge permission flag FDISCH is set to “1” (step S
5) Further, the discharge depth DOD is a predetermined high capacity depth DODF
(See FIG. 6) It is determined whether or not it is smaller (step S
6) If DOD ≧ DODF and the battery 14 is not in the fully charged state, the charging permission flag FCH is set to “1” (step S8), and charging is permitted.
When DOD <DODF and the battery 14 is almost fully charged, the charge permission flag FCH is set to “0”.
(Step S7), the charging is not permitted, and the process ends.

FIG. 7 is a flowchart of the motor control process. This process is executed by the MOTECU 12 at predetermined intervals. The motor control process includes a motor required output calculation process (step S21) in FIG. 8 and a motor output calculation process (step S22) in FIGS.

FIG. 8 is a flow chart of the required motor output calculation processing. First, in step S31, the engine speed NE and the throttle valve opening θTH (or the accelerator opening θAP) are detected, and then the engine speed NE and the throttle valve Opening θTH (or accelerator opening θA
The ENGPOWER map set according to P) is searched, and the engine required output ENGPOWER, that is, the engine output required by the driver of the vehicle is calculated (step S32).

In a succeeding step S33, a RUNRST table set according to the vehicle speed VCAR is searched to calculate a running resistance RUNRST of the vehicle. RUNRST
The table is set to increase as the vehicle speed VCAR increases, for example, as shown in FIG. Then, a margin output EXPOWER of the engine is calculated by subtracting the running resistance RUNRST from the required output ENGPOWER (step S34). Here, the request output ENG
The unit of the POWER and the running resistance RUNRST is, for example, unified to W (watt) for the calculation.

In the following step S35, MOTOR is set according to the engine speed NE and the margin output EXPOWER.
Search the POWER map and output the motor request output MOTOR
Calculate POWER. The MOTORPOWER map is set according to the engine speed NE and the margin output EXPOWER as shown in FIG. 10 and is located above the curve L, that is, in a region where the margin output EXPOWER is large.
MOTORPOWER is set so as to satisfy MOTORPOWER> 0 (assistable), and in the lower side of the curve L, that is, in a region where the margin output is small or the margin output is a negative value, MOTORPOW is set.
ER <0 (regeneration is possible).

As described above, according to the processing of FIG. 8, the running resistance RUNRS is calculated from the required output ENGPOWER of the engine.
By subtracting T, the engine's extra power EXPOW
ER is calculated, and the required output MOTORRP of the motor is calculated according to the margin output EXPOWER and the engine speed NE.
OWER is calculated.

FIGS. 11 and 12 show steps S22 in FIG.
6 is a flowchart of a motor output calculation process executed in step S1.

First, in step S41, the required output MOT
It is determined whether ORPOWER is greater than “0” and M
If OTORPOWER> 0, it is determined whether the assist execution flag FASSISTON is "1" (step S42). If FASSISTON = 1 and the assist is being executed, the process immediately proceeds to step S50, where FA
When SSISTON = 0 and the assist is not executed, the detected change amount DT of the throttle valve opening θTH
It is determined whether or not H is larger than a predetermined change amount DTHREF (> 0) (step S43).

If DTH ≦ DTHREF, the process immediately proceeds to step S51, where DTH> DTHREF
If F and the request for acceleration of the engine is being made, the assist execution flag FASSISTON is set to "1" (step S45), and the process proceeds to step S47.

In step S47, all the regenerative flags (the flags set to "1" during regeneration), that is, the cruise regenerative flag FCRUREG, the idle regenerative flag FIDLEREG, and the deceleration regenerative flag FDREG are set to "0". Next, the integrated battery discharge amount BAT
The TDISCH is set to "0" (step S49), and the process proceeds to step S50.

In step S50, it is determined whether or not an assist permission flag FASSIST is "1".
When T = 1, the process immediately proceeds to step S53,
If FASSIST = 0, the process proceeds to step S51.

At step S51, the assist execution flag FASSISTON is set to "0", then the required output MOTORPOWER of the motor is set to "0" (step S52), and the routine proceeds to step S53. Step S5
In step 3, the motor output OUTPUTPOWER is set to the required output MOTORPOWER, and the process ends.

According to the processing of steps S42 to S52, the required output of the motor MOTORPOWER> 0
Is controlled as follows.

1) Even if MOTORPOWER> 0, the assist is not executed when there is no request for acceleration of the engine (steps S43, S51, S52).

2) During the request for acceleration of the engine, when the lean operation and the assist operation are permitted, the engine is operated at a fixed lean air-fuel ratio or a lean air-fuel ratio corresponding to the assist amount. Assisting is performed during normal stoichiometric operation (step S
43, S45, S50).

If the answer to step S41 is negative (NO),
That is, when MOTORPOWER ≦ 0, FIG.
Proceeding to step S61 of step 2, it is determined whether the protection resistance temperature TD of the PDU 13 is higher than a predetermined temperature TDF. When TD> TDF, since the temperature of the drive circuit may become too high if regeneration is performed, all regeneration flags are set to “0” and regeneration is not performed (step S63). Request output MOTORPOWER =
As 0 (step S71), step S53 in FIG.
Proceed to. Thereby, it is possible to prevent the temperature of the drive circuit of the PDU 13 from excessively rising.

If TD ≦ TDF, it is determined whether or not the charge permission flag FCH is “1” (step S6).
2) If FCH = 0 and charging is not permitted, the process proceeds to step S63, and regeneration is not performed. Thereby, the overcharge of the battery 14 and the PDU due to the overcharge
13 can be prevented.

When FCH = 1 and charging is permitted, the regeneration flags FCRUREG, FIDLEREG
Alternatively, it is determined whether or not any of FDREG is "1" (step S72). If the answer is affirmative (YES), immediately, or if all the regenerative flags are "0", the charge amount integrated value is determined. BATTCHG is set to "0" (step S73), and the process proceeds to step S64.

In step S64, a deceleration flag FDEC (see FIG. 1) indicating "1" indicating that an engine deceleration is being requested.
8, steps S144 to S146) are determined to be "1". If FDEC = 1, the deceleration regeneration process shown in FIG. 13 is executed (step S65), and the process proceeds to step S53.

When FDEC = 0 and the vehicle is not in the deceleration state, the idle flag FIDLE indicating "1" indicating that the engine 1 is in the idle state (FIG. 18, step S15)
It is determined whether or not “1” is set to “1” (step S66). If FIDLE = 0 and the vehicle is not in an idle state, cruise regeneration processing is executed (step S6).
7) Go to step S53. In the cruise regeneration process, the cruise regeneration flag FCRUREG is set to “1”, and the cruise regeneration amount map is searched according to the engine speed NE and the margin output EXPOWER to search the cruise regeneration amount CRU.
REG is calculated and the required motor output MOTORPOWER is calculated.
= CRUREG.

If FIDLE = 1 in step S66, the process immediately proceeds to step S53.

As described above, according to the processing in FIGS. 11 and 12, the motor request output MOTOR calculated in the processing in FIG.
POWER, an assist permission flag FASSIST and a charge permission flag F set according to the remaining battery capacity.
The operation mode of the motor based on CH, that is, the mode in which assist is performed (steps S44 to S50, S53),
Since the mode for performing regeneration (steps S65 and S67) or the zero output mode (steps S52 and S71) is determined, the assist and regeneration by the motor are appropriately controlled, and while maintaining the remaining capacity of the battery, fuel consumption and Power performance can be improved.

FIG. 13 is a flowchart of the deceleration regeneration process in step S65 of FIG.

In step S111, the assist execution flag FASSISTON is set to "0", and then the motor speed NMTR and the engine margin output EXPOWE are set.
The DECREG map set according to R (<0) is searched to calculate the deceleration regeneration amount DECREG (step S112). The deceleration regeneration amount DECREG is a negative value,
The absolute value is basically set to increase as the motor speed NMTR increases and as the absolute value of the margin output EXPOWER increases.

The DECREG map is set corresponding to a case where a clutch engagement capacity coefficient KCL described later is “0” (when the clutch is disengaged), and KCL> 0. (If the clutch speed ratio RCL is smaller than 0.5 or 1.0 in FIG.
If it is larger, it is desirable to multiply the map read value by a correction coefficient corresponding to the KCL value. In that case,
The correction coefficient is set so that the DECREG value decreases as the KCL value increases.

In the following step S113, the motor request output MOTORPOWER is set to the DECREG value calculated in step S112, and the deceleration regeneration flag FDR
EG is set to "1" (step S114), and this processing ends.

The MOTECU 12 controls the PDU 13 on the basis of the motor output OUTPUTPOWER calculated by the processing of FIGS.
Of the operation modes (assist mode, regeneration mode and zero output mode).

FIG. 14 is a flowchart of a process for controlling the engagement capacity of the clutch 5, and this process is executed by the T / MECU 16 at predetermined time intervals, for example.

In step S121, the deceleration flag FDE
It is determined whether or not C is "1". If FDEC = 1 and the vehicle is decelerating, it is determined whether or not the charge permission flag FCH is "1" (step S122). When FCH = 1 and charging is permitted, the clutch speed ratio RC
15A, a KCL table for fully closing the throttle valve shown in FIG.
Is calculated, and the engagement capacity of the clutch 5 is controlled so as to be proportional to the coefficient KCL. As is apparent from FIG.
The L value is such that the clutch speed ratio RCL is 0.5 (this “0.
The value of "5" is the KC when VCAR = 110 km / h
This is the rising point of L. This point is changed in accordance with the vehicle speed VCAR, and is set to a small value at a high vehicle speed, and is set to "0" in a range from VCAR = 60 Km / h to slightly less than 1.0), and becomes RCL <0. 5
In the range, the smaller the RCL value, the more the RCL> 1.
In the range of 0, it is set to increase as the RCL value increases. FIG. 1B shows a conventional KCL table, where KCL = 0 only when RCL = 1.0.
It is set to be. Therefore, when the conventional table is used, the engagement capacity becomes “0” when the accelerator pedal is released (the throttle valve is fully closed), and as a result, the clutch speed ratio RCL is smaller than 1.0. Become. That is, the clutch is engaged while sliding.

FIG. 16 shows the vehicle speed VCAR and the engine speed N.
It is a figure showing the relation with E. In FIG.
The broken line L2 corresponds to the highest speed ratio of the continuously variable transmission mechanism. Note that the broken line L2
Are only partially shown because they overlap with the solid line L3. A solid line L3 is a diagram showing a general shift characteristic from 200 km / h to a deceleration to a stop when the clutch does not slip, for example, when the engine speed NE decreases to a predetermined speed NECST. The speed ratio is changed so as to maintain the rotation speed, and when the speed ratio reaches the broken line L1, the broken line L1
Along with the engine speed NE until the engine speed NE becomes the idle speed. Then, the engine control is performed so that the fuel supply to the engine is started and the engagement capacity of the clutch is set to a small value to maintain the idle speed. At the idle speed, the clutch is engaged with a small capacity and generates a pseudo creep torque (corresponding to the creep torque by the torque converter in the stepped automatic transmission).

The dashed line L4 shows the shift characteristics including the slip of the clutch corresponding to the solid line L3.
Move to lower rotation side. Normally, the above specified rotation speed NEC
ST is set to about 1300 rpm in consideration of the clutch transmission torque (engagement capacity) and the reaction speed thereof so as to avoid engine stall at the time of rapid deceleration brake operation.

The two-dot chain line L5 shows the characteristics of the present embodiment, and the engine speed NE is 1 regardless of the vehicle speed VCAR.
It becomes 300 rpm. This corresponds to RCL =
This is realized by setting the KCL rising point at 0.5 to be small at high vehicle speeds and changing to VCAR = 1.0 at slightly below 60 km / h. Note that the predetermined rotation speed may be set lower than 1300 rpm.

As described above, in the present embodiment, when the vehicle is decelerated, the clutch 5 is substantially disengaged and the regeneration is performed. Therefore, the energy lost by the engine brake is set to substantially "0" and the kinetic energy of the vehicle is completely regenerated. Can be recovered.

Returning to FIG. 14, step S121 or S1
If the answer to 22 is negative (NO), the throttle valve opening θ
The engagement capacity is set according to TH. Specifically, a KCL table for a small opening of the throttle valve opening θTH and a KCL table for a large opening are provided. When the throttle valve opening θTH is equal to or smaller than a predetermined opening, the KCL table for the small opening is set. Using a table, if the opening is larger than the specified opening, KC for large opening
The engagement capacity coefficient KCL is calculated using the L table, and the engagement capacity is controlled. The KCL table for small opening is set so as to increase the engagement capacity with emphasis on fuel efficiency, and the KCL table for large opening is used for small opening with emphasis on driving sensation when starting or kicking down. The engagement capacity is set to be smaller than that of the table.

Next, the engine control executed by the ENGECU 11 will be described. FIG. 17 is a flowchart showing the overall configuration of the engine control process. This process is executed, for example, at predetermined time intervals.

First, various engine operating parameters such as the engine speed NE and the intake pipe absolute pressure PBA are detected (step S131), then the operating state determination processing (step S132), the fuel control processing (step S133),
The ignition timing control process (step S134) and the DBW control (throttle valve opening control via the actuator) process (step S135) are sequentially executed.

FIG. 18 is a flowchart of the operating state determination process in step S132 of FIG.

In step S141, the detected change amount DTH of the throttle valve opening θTH (= THH (current value) −
It is determined whether or not θTH (previous value) is greater than a positive predetermined change amount DTHA. If DTH> DTHA, the acceleration flag FACC is set to “1” (step S143), and if DTH ≦ DTHA, The acceleration flag FACC is set to “0” (Step S142), and Step S1
Go to 44.

In step S144, it is determined whether or not the variation DTH of the throttle valve opening θTH is smaller than a predetermined negative variation DTHD. If DTH <DTHD, the deceleration flag FDEC is set to “1” (step S144). Step S14
6) If DTH ≧ DTHD, deceleration flag FDE
C is set to “0” (step S145), and the process proceeds to step S151.

In step S151, the vehicle speed VCAR becomes 0
If VCAR ≦ 0 and the vehicle is stopped, it is determined whether the transmission mechanism 4 is in a neutral state (step S152). If neutral, the accelerator opening θAP is set to a predetermined idle opening. It is determined whether it is equal to or smaller than θIDLE (step S153). Then, step S1
When all of the answers from 51 to S153 are affirmative (YES), it is determined that the engine is in the idling state, and the idle flag FIDLE is set to "1" (step S153).
154), if any of steps S151 to S153 is negative (NO), it is determined that the vehicle is not in the idle state, the idle flag FIDLE is set to “0” (step S155), and the process ends.

In the fuel control process of step S133 in FIG. 17, when the deceleration flag FDEC = 1, the fuel supply is stopped, and when the FDEC = 0, the engine speed NE, the absolute pressure PBA in the intake pipe, etc. The valve opening time and the valve opening timing of the fuel injection valve 106 are calculated in accordance with the engine operating state, and the fuel control is performed based on these. As described above, when the vehicle decelerates and the engine speed NE approaches the idle speed, fuel supply is restarted.

In the ignition timing control in step S134, the ignition timing is calculated according to the engine operating state such as the engine speed NE and the intake pipe absolute pressure PBA, and the ignition timing control is executed.

In the DBW control in step S135, the target opening of the throttle valve is calculated in accordance with the accelerator opening θAP and the engine speed NE, and the throttle valve opening θTH
Is controlled to reach the target opening. During the transition from deceleration of the vehicle to the idle state of the engine, the throttle valve is slightly opened to prevent the engine from stalling.

The present invention is not limited to the above embodiment, but can be implemented in various forms. For example, the arrangement of the motor 3 is not limited to that of FIG. 1, and may be arranged between the transmission mechanism 4 and the engine 1. In that case, the clutch 5 is disposed between the motor 3 and the engine 1. That is, even when the clutch 5 is disengaged, the motor 3 may be arranged at a position where it can drive the drive wheels of the vehicle or regenerate kinetic energy from the drive wheels. Therefore, in a four-wheeled vehicle, for example, the front wheels may be driven by an engine via a transmission mechanism and a clutch, and the rear wheels may be driven by a motor.

As the power storage means, not only a battery but also a capacitor having a large capacitance may be used.

An engine having a throttle valve mechanically linked to a normal accelerator pedal may be used instead of the so-called DBW type throttle valve.

Also, when FCH = 0 and charging of the battery is not permitted, or when the protection resistance temperature TD of the PDU 13 is higher than the predetermined temperature TDF, regeneration is not performed (the regeneration amount = 0 and However, the regeneration amount may be set to a very small value (FIG. 12, steps S61, S52, S63, S71).

The transmission mechanism 4 may be a stepped automatic transmission mechanism capable of changing the gear ratio stepwise. In this case, the lock-up clutch of the torque converter corresponds to the clutch 5 in this embodiment. Although the interposed position of the lock-up clutch is between the engine 1 and the transmission mechanism 4, there is no essential difference as described above.

[0089]

As described above in detail, according to the present invention, when the vehicle is decelerated, the engagement capacity of the clutch provided between the engine and the drive wheels is set to a predetermined value smaller than during normal running. Since the regeneration is performed by the motor, the energy lost by the engine brake can be reduced, and the regeneration efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a diagram for explaining a schematic configuration of a drive device and a control device for a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of an engine control system.

FIG. 3 is a diagram showing a configuration of a motor control system.

FIG. 4 is a diagram showing a control system of a transmission mechanism.

FIG. 5 is a flowchart of a process for determining whether to perform assist and regeneration based on the remaining capacity of the battery.

FIG. 6 is a diagram showing a table used in the processing of FIG. 5;

FIG. 7 is a flowchart illustrating an overall configuration of a motor control process.

FIG. 8 is a flowchart of a process for calculating a required output of a motor.

FIG. 9 is a diagram showing a table for calculating running resistance.

FIG. 10 is a diagram showing a map for calculating a motor required output.

FIG. 11 is a flowchart of a motor output calculation process.

FIG. 12 is a flowchart of a motor output calculation process.

FIG. 13 is a flowchart of a deceleration regeneration process.

FIG. 14 is a flowchart of a clutch control process.

FIG. 15 is a diagram showing a table used in the processing of FIG. 14;

FIG. 16 is a diagram showing a relationship between the vehicle speed and the engine speed when the vehicle is decelerated.

FIG. 17 is a flowchart illustrating an overall configuration of an engine control process.

FIG. 18 is a flowchart of an engine operating state determination process.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Drive shaft 3 Motor 4 Transmission mechanism 5 Clutch 6 Drive wheel 11 Engine control electronic control unit 12 Motor control electronic control unit 14 Battery 15 Battery control electronic control unit 16 Transmission mechanism control electronic control unit 21 Data bus

Continued on the front page (51) Int.Cl. ⁶ Identification number Agency reference number FI Technical display F16D 25/14 640

Claims (4)

[Claims] An engine for driving a vehicle, a motor having a regenerative function for driving the vehicle with electric energy and converting kinetic energy of the vehicle to electric energy, and between a driving wheel of the vehicle and the engine. , A clutch provided between the drive wheels of the vehicle and the engine, and power storage means for supplying electric energy to the motor and accumulating electric energy output from the motor. A control device for a hybrid vehicle, comprising: a vehicle deceleration detecting means for detecting a deceleration state of the vehicle based on an operation state of the vehicle; and a predetermined value which is smaller than an ordinary displacement when the deceleration state is detected. And a motor control means for performing regeneration by the motor when the deceleration state is detected. A control device for a hybrid vehicle, wherein the motor is arranged to be able to drive the vehicle without the intervention of the clutch. 2. The hybrid vehicle control device according to claim 1, wherein said motor control means sets a regeneration amount according to an engagement capacity of said clutch. 3. The vehicle deceleration detecting means includes throttle valve opening detecting means for detecting a throttle valve opening of the engine, and detects the deceleration state based on the detected throttle valve opening. The control device for a hybrid vehicle according to claim 1 or 2, wherein: 4. The apparatus according to claim 1, further comprising: a remaining capacity detecting unit that detects a remaining capacity of the power storage unit; and a regeneration limiting unit that limits regeneration by the motor in accordance with the detected remaining capacity. 4. The control device for a hybrid vehicle according to any one of 3.