WO2011122121A1 - 制御装置 - Google Patents
制御装置 Download PDFInfo
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- WO2011122121A1 WO2011122121A1 PCT/JP2011/052713 JP2011052713W WO2011122121A1 WO 2011122121 A1 WO2011122121 A1 WO 2011122121A1 JP 2011052713 W JP2011052713 W JP 2011052713W WO 2011122121 A1 WO2011122121 A1 WO 2011122121A1
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- WIPO (PCT)
- Prior art keywords
- engine
- clutch
- torque
- rotational speed
- internal combustion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a control device that controls a hybrid vehicle drive device including an internal combustion engine, a rotating electrical machine that is drivingly connected to a wheel, and a clutch that selectively drives and connects the internal combustion engine and the rotating electrical machine.
- a hybrid vehicle drive device including an internal combustion engine, a rotating electrical machine that is drivingly connected to a wheel, and a clutch that selectively drives and connects the internal combustion engine and the rotating electrical machine.
- Patent Document 1 selectively selects an internal combustion engine, a rotating electrical machine that is drivingly connected to a wheel, and the internal combustion engine and the rotating electrical machine.
- a hybrid vehicle driving device including a clutch for driving and coupling is described. In such a hybrid vehicle drive device, the clutch is released, combustion and rotation of the internal combustion engine are stopped, and electric traveling is performed with the output torque of the rotating electrical machine. If there is a request to start the internal combustion engine during this electric travel, the rotation torque of the rotating electrical machine is transmitted to the internal combustion engine by increasing the torque transmission capacity of the clutch, and the rotational speed of the internal combustion engine is increased. The engine is started.
- combustion of the internal combustion engine is started immediately after the rotational speed of the internal combustion engine reaches a rotational speed at which combustion can be started. That is, in the technique of Patent Document 1, the combustion of the internal combustion engine is started at a rotational speed lower than the rotational speed of the rotating electrical machine, and after the combustion of the internal combustion engine is started, the rotational speed of the internal combustion engine is increased to the rotational speed of the rotating electrical machine. To fully engage the clutch. Until the clutch is completely engaged, torque corresponding to the transmission torque capacity of the clutch is transmitted in the direction from the rotating electrical machine side to the internal combustion engine side.
- the clutch for selectively driving and connecting the internal combustion engine and the rotating electrical machine is released, and in a state where the internal combustion engine stops combustion, the driving torque of the rotating electrical machine is transmitted to the internal combustion engine to start the internal combustion engine. Therefore, a control device that can suppress the torque shock that occurs before and after the engagement of the clutch is desired.
- a hybrid comprising an internal combustion engine, a rotating electrical machine that is drivingly connected to a wheel, and a clutch that selectively drives and connects the internal combustion engine and the rotating electrical machine
- a characteristic configuration of the control device that controls the vehicle drive device is that the clutch is transmitted when a request for starting the internal combustion engine is made in a state in which the clutch is released and the internal combustion engine stops combustion.
- the torque capacity is increased to transmit the driving torque of the rotating electrical machine to the internal combustion engine to increase the rotational speed of the internal combustion engine to the rotational speed of the rotating electrical machine, and the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine are increased.
- control is performed to start combustion of the internal combustion engine after synchronization.
- the combustion torque of the internal combustion engine is started after the clutch has been engaged by synchronizing the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine by increasing the transmission torque capacity of the clutch. For this reason, the output torque of the internal combustion engine is maintained at a negative torque such as friction and pumping generated in the combustion stop state before and after the engagement of the clutch is completed.
- the torque transmission direction in the clutch can be changed from the rotating electrical machine side to the internal combustion engine side before and after the clutch engagement is completed.
- the torque transmission direction can be made the same. Therefore, the torque transmission direction can be prevented from reversing before and after the clutch engagement is completed, and the torque shock that occurs before and after the clutch engagement is completed can be suppressed.
- the magnitude of the negative output torque when the combustion of the internal combustion engine is stopped is relatively small. Therefore, the clutch can complete the engagement in a state where the transmission torque capacity is smaller than the combustion state of the internal combustion engine. Therefore, even if a torque step in the same transmission direction occurs before and after the clutch engagement is completed, the magnitude is relatively small. Therefore, the torque shock that occurs before and after the engagement of the clutch is completed can be suppressed.
- control device determines the transmission torque capacity of the clutch after the rotation speed of the internal combustion engine and the rotation speed of the rotating electrical machine are synchronized and before the combustion of the internal combustion engine is started. It is preferable to perform a control to increase the torque output from the internal combustion engine to a value greater than that after the start of combustion of the engine.
- the transmission torque capacity of the clutch is equal to or greater than the output torque of the internal combustion engine after the start of combustion.
- the engaged state can be maintained. Therefore, it is possible to reliably shift to a state where the output torque of the internal combustion engine can be transmitted to the wheel side.
- control device reduces the transmission torque capacity of the clutch while reducing the transmission torque capacity of the clutch after the difference between the rotation speed of the internal combustion engine and the rotation speed of the rotating electrical machine becomes a predetermined value or less. It is preferable that the rotation speed of the rotating electrical machine is synchronized.
- the transmission torque capacity of the clutch when the rotation speed of the internal combustion engine and the rotation speed of the rotating electrical machine are synchronized to complete the engagement. Further, as described above, the magnitude of the negative output torque when the combustion of the internal combustion engine is stopped is relatively small. Therefore, the torque step in the same transmission direction that occurs before and after the clutch engagement is completed can be kept small. Therefore, the torque shock that occurs before and after the engagement of the clutch is completed can be suppressed. On the other hand, in a state where the differential rotational speed between the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine is large, the transmission torque capacity of the clutch can be increased, so that the torque transmitted from the rotating electrical machine to the internal combustion engine can be increased.
- control device performs control to match the transmission torque capacity of the clutch when the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine are synchronized with the driven torque before the combustion of the internal combustion engine is started. It is preferable to perform the configuration.
- the output torque of the internal combustion engine before the start of combustion is a negative torque
- the internal combustion engine is driven by the torque transmitted from the rotating electrical machine side. Therefore, the negative torque output before the start of combustion of the internal combustion engine becomes the driven torque of the internal combustion engine.
- the magnitude of the transmission torque capacity at the completion of clutch engagement is equal to the magnitude of the negative driven torque output from the internal combustion engine at the completion of clutch engagement. Therefore, the torque step in the same transmission direction that occurs before and after the engagement of the clutch is completed can be almost eliminated. Therefore, torque shock that occurs before and after the engagement of the clutch is completed can be minimized.
- FIG. 1 is a schematic diagram illustrating a schematic configuration of a drive device 2 and a control device 1 according to the present embodiment.
- a solid line indicates a driving force (torque) transmission path
- a broken line indicates a hydraulic pressure supply path
- an alternate long and short dash line indicates an electric signal transmission path.
- the driving device 2 uses the engine E and the rotating electrical machine MG as driving force sources. Then, the drive device 2 is driven and connected to the first clutch CL1, so that the drive device 2 travels using only the rotating electrical machine MG as a drive force source, and the parallel mode travels using at least the engine E as a drive force source. It is possible to travel while switching appropriately according to the traveling state.
- driving force is used as a concept including torque.
- control device 1 includes an engine control device 31, a rotating electrical machine control device 32, a power transmission mechanism control device 33, and a vehicle control device 34.
- the rotary electric machine MG, the lockup clutch LC of the torque converter TC, and the speed change mechanism TM are configured to be controlled.
- the control device 1 In the state where the first clutch CL1 is released and the engine E stops combustion, the control device 1 according to the present embodiment increases the transmission torque capacity of the first clutch CL1 when there is a request to start the engine E.
- the rotational speed of the engine E is increased to the rotational speed of the rotating electrical machine MG, and the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG are synchronized. This is characterized in that control for starting combustion of the engine E is performed later.
- the first clutch CL1 is the “clutch” in the present invention.
- Hybrid Vehicle Drive Engine E is an internal combustion engine that is driven by fuel combustion.
- various known engines such as a spark ignition engine such as a gasoline engine and a compression ignition engine such as a diesel engine may be used. it can.
- a gasoline engine is used as the engine E will be described as an example.
- the engine E is selectively connected to the rotating electrical machine MG by the first clutch CL1.
- an engine output shaft Eo such as a crankshaft of the engine E is selectively connected to the input shaft I by the first clutch CL1.
- the input shaft I is drivingly coupled so as to rotate integrally with a rotor (not shown) of the rotating electrical machine MG.
- the first clutch CL1 is a friction engagement element, and the friction engagement element is configured to be engaged and released by supplied hydraulic pressure.
- a clutch for example, a wet multi-plate clutch, a dry clutch or the like is preferably used.
- the rotating electrical machine MG includes a rotor and a stator, functions as a motor (electric motor) that generates power by receiving power supply, and a generator (generator) that generates power by receiving power supply. It is possible to fulfill the function as. Therefore, rotating electrical machine MG is electrically connected to a power storage device (not shown). In this example, a battery is used as the power storage device. Note that it is also preferable to use a capacitor or the like as the power storage device.
- the rotating electrical machine MG is powered by receiving electric power from the battery, or supplies electric power generated by the driving force transmitted from the wheels W to the battery for storage.
- the rotor of the rotating electrical machine MG that rotates integrally with the input shaft I is drivably coupled to the speed change mechanism TM via a torque converter TC.
- the torque converter TC is a device that transmits the torque of the input shaft I transmitted from the rotating electrical machine MG or the engine E to the intermediate shaft M via the fluid coupling or the lock-up clutch LC.
- the torque converter TC is provided between a pump impeller TCa as an input side rotating member that is drivingly connected to the input shaft I, and a turbine runner TCb as an output side rotating member that is drivingly connected to the intermediate shaft M.
- Stator TCc The torque converter TC functions as a fluid coupling that transmits torque between the drive-side pump impeller TCa and the driven-side turbine runner TCb via hydraulic oil filled therein. At this time, torque is converted from the input-side rotating member to the output-side rotating member at a predetermined torque ratio that changes according to the rotation speed ratio between the input and output members.
- the torque converter TC includes a lockup clutch LC as a friction engagement means for lockup.
- This lock-up clutch LC is a clutch that connects the pump impeller TCa and the turbine runner TCb so as to rotate together in order to eliminate the differential rotation (slip) between the pump impeller TCa and the turbine runner TCb and increase the transmission efficiency. It is. Since the torque converter TC transmits the driving force of the input shaft I directly to the intermediate shaft M without the hydraulic oil in the engaged state of the lockup clutch LC, the torque converter TC is interposed between the driving side and the driven side rotating shafts. No torque difference or rotational speed difference occurs.
- the lock-up clutch LC is a friction engagement element, and the friction engagement element is configured to be engaged and released by supplied hydraulic pressure. As such a friction engagement element, for example, a wet multi-plate clutch or the like is preferably used.
- the speed change mechanism TM is a mechanism that changes the rotational speed of the intermediate shaft M and transmits it to the output shaft O.
- the speed change mechanism TM is a stepped automatic speed change mechanism having a plurality of speed stages with different speed ratios. In order to form the plurality of shift speeds, the speed change mechanism TM engages or releases a gear mechanism such as a planetary gear mechanism and a rotation element of the gear mechanism, and a clutch or a brake for switching the shift speed. A plurality of friction engagement elements.
- the speed change mechanism TM shifts the rotational speed of the intermediate shaft M at a predetermined speed ratio set for each shift speed, converts the torque, and transmits the torque to the output shaft O. Torque transmitted from the speed change mechanism TM to the output shaft O is distributed and transmitted to the two left and right wheels W via the differential device DF.
- a continuously variable speed change mechanism or other speed change mechanisms may be employed.
- each friction engagement element of the first clutch CL1, the lockup clutch LC, and the speed change mechanism TM includes a return spring and is biased to the release side by the reaction force of the spring.
- each friction engagement element changes from the released state to the engaged state, and the transmission torque capacity is transferred to each friction engagement element. Occurs.
- the transmission torque capacity is the magnitude of the maximum torque that can be transmitted by each friction engagement element.
- the hydraulic pressure at which this transmission torque capacity begins to occur is referred to as stroke end pressure.
- Each friction engagement element is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure.
- the control device 1 includes an engine control device 31 that controls the engine E, a rotating electrical machine control device 32 that controls the rotating electrical machine MG, a speed change mechanism TM, The power transmission mechanism control device 33 that controls each friction engagement element such as the first clutch CL1 and the vehicle control device 34 that controls the drive device 2 by integrating these control devices are configured.
- Each of the control devices 31 to 34 includes an arithmetic processing unit such as a CPU as a core member, and a RAM (random access memory) configured to be able to read and write data from the arithmetic processing unit, and an arithmetic processing unit And a storage device such as a ROM (Read Only Memory) configured to be able to read data from.
- the function units 41 to 46 of the control devices 31 to 34 are configured by software (program) stored in the ROM or the like of each control device, hardware such as a separately provided arithmetic circuit, or both. Yes. Further, the control devices 31 to 34 are configured to communicate with each other, and the control devices 31 to 34 share various information such as sensor detection information and control parameters and perform cooperative control. Functions 41 to 46 are realized.
- the driving device 2 includes the sensors Se1 to Se5, and the electric signals output from the sensors are input to the control device 1.
- the control device 1 calculates detection information of each sensor based on the input electrical signal.
- the engine rotation speed sensor Se1 is a sensor that detects the rotation speed of the engine output shaft Eo (engine E).
- the control device 1 calculates the rotational speed of the engine E from the input signal of the engine rotational speed sensor Se1.
- the input shaft rotation speed sensor Se2 is a sensor that detects the rotation speed of the input shaft I. Since the rotor of the rotating electrical machine MG is integrally connected to the input shaft I, the control device 1 calculates the rotational speeds of the input shaft I and the rotating electrical machine MG from the input signal of the input shaft rotational speed sensor Se2. .
- the intermediate shaft rotation speed sensor Se3 is a sensor that detects the rotation speed of the intermediate shaft M.
- the control device 1 calculates the rotational speed on the output side of the torque converter TC and the rotational speed on the input side of the speed change mechanism TM from the input signal of the intermediate shaft rotational speed sensor Se3.
- the output shaft rotation speed sensor Se4 is a sensor that detects the rotation speed of the output shaft O.
- the control device 1 calculates the rotational speed on the output side of the speed change mechanism TM from the input signal of the output shaft rotational speed sensor Se4. Since the rotation speed of the output shaft O is proportional to the vehicle speed, the control device 1 calculates the vehicle speed from the input signal of the output shaft rotation speed sensor Se4.
- the accelerator opening sensor Se5 is a sensor that detects the accelerator opening by detecting the operation amount of the accelerator pedal Ap operated by the driver. The control device 1 calculates the accelerator opening from the input signal of the accelerator opening sensor Se5.
- the engine control device 31 is a control device that controls the engine E. Detection information from various sensors such as the engine rotation speed sensor Se1 is input to the engine control device 31. Further, the engine control device 31 includes a fuel supply device 35 for supplying fuel to the combustion chamber of the engine E, an ignition coil 36 for sparking a spark plug disposed in the combustion chamber, and air sucked into the combustion chamber. An electric signal for controlling the throttle valve for adjusting the intake air amount, which is the amount, and the actuator for adjusting the opening / closing timing and lift amount of the intake / exhaust valve of the combustion chamber is output.
- the engine control device 31 includes an engine control unit 41.
- the engine control unit 41 is a functional unit that controls the engine E.
- the engine control unit 41 determines the engine E so that the output torque of the engine E matches the engine request torque Te based on the engine request torque Te commanded from the mode control unit 46 provided in the vehicle control device 34 described later.
- the engine required torque Te is a target value of output torque that is torque transmitted from the engine E to the engine output shaft Eo.
- the actual output torque of the engine E is a torque obtained by subtracting the magnitude of the negative torque generated by friction, pumping, or the like from the positive torque generated by combustion, and changes in a complicated manner due to various factors.
- the positive torque is approximately proportional to the amount of fuel burned per combustion stroke, and increases or decreases depending on the ignition timing or the like.
- the magnitude of the negative torque is proportional to the rotational speed of the engine E, the magnitude of the negative pressure in the intake pipe, and the like.
- the magnitude of the negative torque generated by pumping is proportional to the magnitude of the negative pressure in the intake pipe.
- the magnitude of the negative pressure in the intake pipe is proportional to the rotational speed of the engine E and inversely proportional to the opening of the throttle valve. Note that when the engine E stops combustion, the output torque of the engine E is a negative torque such as friction or pumping.
- the engine control unit 41 controls the fuel supply device 35, the ignition coil 36, the throttle valve, each actuator, and the like based on the engine required torque Te, so that the fuel supply amount, ignition timing, The negative pressure is adjusted to make the actual output torque of the engine E coincide with the engine required torque Te.
- the positive torque and the negative torque generated in the engine E are calculated based on the fuel supply amount actually supplied to the engine E or the ignition timing, the rotational speed of the engine E, the negative pressure in the intake pipe, and the like. A process of calculating and estimating the actual engine output torque is performed. Then, the engine control unit 41 performs processing for transmitting the estimated value of the actual engine output torque to another control device such as the vehicle control device 34.
- the engine control unit 41 estimates the actual output torque of the engine E by the process of setting the value obtained by performing the response delay process with respect to the change in the engine required torque Te to the actual output torque of the engine E. May be performed.
- the magnitude of the response delay can be set to the magnitude of the response delay of the intake air amount generated by the intake pipe.
- the process for estimating the actual engine output torque may be performed by the mode control unit 46 provided in the vehicle control device 34.
- the engine control unit 41 When the engine control unit 41 receives a command to stop combustion from the mode control unit 46 of the vehicle control device 34, the engine control unit 41 stops the fuel supply to the combustion chamber by the fuel supply device 35 and stops the combustion of the engine E. Let On the other hand, when the engine control unit 41 receives an instruction to start combustion from the mode control unit 46 of the vehicle control device 34, the engine control unit 41 starts the fuel supply to the combustion chamber by the fuel supply device 35, and the combustion of the engine E To start. When starting combustion, the engine control unit 41 supplies fuel according to a starting combustion supply sequence. In the case of a spark ignition engine such as a gasoline engine, the engine control unit 41 may stop and start combustion also by stopping and starting ignition by energizing the ignition coil 36. Further, the engine control unit 41 determines the stop and start of combustion based on the engine required torque Te commanded from the mode control unit 46, and stops and starts the combustion by the fuel supply device 35 or the ignition coil 36. You may do it.
- the rotating electric machine control device 32 is a control device that controls the rotating electric machine MG. Detection information of a sensor such as the input shaft rotation speed sensor Se2 is input to the rotating electrical machine control device 32.
- the rotating electrical machine control device 32 includes an inverter that supplies electric power from the battery to the rotating electrical machine MG to generate positive torque, or generates negative torque to the rotating electrical machine MG and supplies power to the battery.
- the rotating electrical machine control device 32 includes a rotating electrical machine control unit 42.
- the rotating electrical machine control unit 42 is a functional unit that controls the rotating electrical machine MG.
- the rotating electrical machine control unit 42 converts the output torque, which is the torque transmitted from the rotating electrical machine MG to the input shaft I, to the motor required torque Tm based on the motor required torque Tm commanded from the mode control unit 46 of the vehicle control device 34.
- the rotating electrical machine MG is controlled through an inverter so as to match. Since the output torque of the rotating electrical machine MG is proportional to the supplied current, it is controlled with relatively high accuracy. Further, the delay from the change in the motor required torque Tm to the change in the output torque is relatively small.
- the rotating electrical machine control unit 42 receives a command of the motor required rotational speed from the mode control unit 46, based on the motor required rotational speed, the rotational speed of the rotating electrical machine MG becomes the motor required rotational speed.
- the rotating electrical machine MG is controlled via the inverter.
- the power transmission mechanism control device 33 is a control device that controls the speed change mechanism TM, the first clutch CL1, and the lockup clutch LC. Detection information of sensors such as the intermediate shaft rotation speed sensor Se3 and the output shaft rotation speed sensor Se4 is input to the power transmission mechanism control device 33. Further, the power transmission mechanism control device 33 includes a hydraulic control device that supplies a commanded level of hydraulic pressure to each friction engagement element.
- the power transmission mechanism control device 33 includes a transmission mechanism control unit 43, a first clutch control unit 44, and a lockup clutch control unit 45.
- Transmission mechanism control unit The transmission mechanism control unit 43 is a functional unit that controls the transmission mechanism TM.
- the transmission mechanism control unit 43 determines a target gear position in the transmission mechanism TM based on sensor detection information such as the vehicle speed, the accelerator opening, and the shift position. Then, the transmission mechanism control unit 43 engages or releases each friction engagement element by controlling the hydraulic pressure supplied to each friction engagement element provided in the transmission mechanism TM via the hydraulic control device.
- a target gear position is formed in the speed change mechanism TM.
- the first clutch control unit 44 is a functional unit that controls the first clutch CL1.
- the first clutch control unit 44 controls the first clutch CL1 by controlling the hydraulic pressure supplied to the first clutch CL1 via the hydraulic control device.
- the first clutch control unit 44 requests the actual transmission torque capacity of the first clutch CL1 based on the requested transmission torque capacity Tk commanded from the mode control unit 46 provided in the vehicle control device 34.
- the hydraulic pressure supplied to the first clutch CL1 is controlled via the hydraulic pressure control device so as to coincide with the transmission torque capacity Tk.
- the first clutch control unit 44 sets a target hydraulic pressure based on a torque capacity characteristic map in which a relational characteristic between the hydraulic pressure and the transmission torque capacity is stored and the required transmission torque capacity Tk.
- the torque capacity characteristic map may store a relational characteristic between the hydraulic pressure and the transmission torque capacity Tk according to the difference in rotational speed between the input / output members.
- the first clutch control unit 44 performs processing for estimating the actual transmission torque capacity Tke of the first clutch CL1 from the commanded requested transmission torque capacity Tk. Then, the first clutch control unit 44 performs processing for transmitting the estimated transmission torque capacity Tke to the other control devices 31 to 34 such as the vehicle control device 34. More specifically, the first clutch control unit 44 performs processing for estimating the actual hydraulic pressure supplied to the first clutch CL1 from the target hydraulic pressure commanded to the hydraulic control device. Then, the first clutch control unit 44 estimates the actual transmission torque capacity Tke of the first clutch CL1 based on the estimated value of the hydraulic pressure and the above-described torque capacity characteristic map.
- This actual oil pressure estimation process can be performed, for example, by a process in which a value obtained by performing a response delay process with respect to a change in the target oil pressure is used as the actual oil pressure.
- the magnitude of the response delay may be changed according to the estimated value of the hydraulic pressure. For example, until the hydraulic pressure reaches the stroke end pressure, the hydraulic oil supplied to the friction engagement element is used for filling a hydraulic cylinder provided in the friction engagement element, and the rising speed of the hydraulic pressure becomes slow.
- the magnitude of the response delay is set large. After the hydraulic pressure exceeds the stroke end pressure, the hydraulic oil supplied to the friction engagement element is no longer used for filling the hydraulic cylinder, and the hydraulic pressure rises faster, so the response delay is small. Is set. When a first-order delay is used for the response delay, the magnitude of the response delay is the time constant.
- the first clutch control unit 44 estimates the actual transmission torque capacity Tke by setting the value obtained by performing the response delay process for the change in the required transmission torque capacity Tk to the actual transmission torque capacity Tke. Processing may be performed.
- the response delay process is a dead time delay process. That is, after the required transmission torque capacity Tk increases from zero, the transmission torque capacity Tke is set to zero until a predetermined dead time elapses. This is because the transmission torque capacity is generated when the hydraulic pressure supplied to the friction engagement element exceeds the stroke end pressure, and after the required transmission torque capacity Tk increases from zero, the hydraulic pressure reaches the stroke end pressure. This is because a predetermined dead time occurs until the transmission torque capacity starts increasing.
- the response delay process is a response delay process such as a primary delay process.
- the magnitude of the response delay is set to the magnitude of the response delay from the change in the target oil pressure to the actual oil pressure change.
- the first clutch CL1 is configured to include a hydraulic pressure sensor, and the first clutch control unit 44 replaces the estimated hydraulic pressure value described above with the actual transmission torque capacity Tke based on the hydraulic pressure detected by the hydraulic pressure sensor. You may make it perform the process which estimates. Further, the vehicle control device 34 may perform the above-described estimation process of the actual transmission torque capacity Tke.
- Lock-up clutch control unit 45 is a functional unit that controls the lock-up clutch LC.
- the lockup clutch control unit 45 determines a target state of engagement or disengagement of the lockup clutch LC based on sensor detection information such as a vehicle speed, an accelerator opening, and a shift position. Then, the transmission mechanism control unit 43 engages or releases the lockup clutch LC by controlling the hydraulic pressure supplied to the lockup clutch LC via the hydraulic control device according to the determined target state.
- the vehicle control device 34 is a control device that performs control for integrating various torque controls and the like performed on the first clutch CL1, the engine E, the rotating electrical machine MG, and the like as the entire vehicle.
- the vehicle control device 34 includes a mode control unit 46.
- the mode control unit 46 calculates the target driving force of the driving device 2 according to the accelerator opening, the vehicle speed, and the like, determines the driving mode of each driving force source of the engine E and the rotating electrical machine MG, and determines each driving force source. This is a functional unit that calculates the required torque for and the transmission torque capacity of each clutch, and commands them to other functional units to perform integrated control.
- the mode control unit 46 increases the transmission torque capacity of the first clutch CL1 when there is a request for starting the engine E in a state where the first clutch CL1 is released and the engine E stops combustion.
- the rotational speed of the engine E is increased to the rotational speed of the rotating electrical machine MG, and after the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG are synchronized, Engine start control is performed during running to start combustion of the engine E.
- the mode control unit 46 calculates the input shaft required torque Ti.
- the input shaft required torque Ti is a target value of torque transmitted from the input shaft I to which the driving force source is coupled to the torque converter TC. Therefore, first, the mode control unit 46 calculates the target driving force of the driving device 2 output from the wheels W based on the accelerator opening, the vehicle speed, and the like. Next, the mode control unit 46 calculates an output shaft request torque, which is a target value of torque transmitted from the output shaft O to the wheel W side, from the target driving force of the driving device 2.
- the mode control unit 46 determines, from the output shaft required torque, characteristics such as the gear ratio of the gear stage formed in the speed change mechanism TM and the transmission torque of the torque converter TC when the lockup clutch LC is in the released state. Based on the above, the input shaft required torque Ti is calculated.
- the mode control unit 46 calculates the driving mode of each driving force source based on the accelerator opening, the vehicle speed, the battery charge amount, and the like.
- the charge amount of the battery is detected by a battery state detection sensor.
- the operation mode includes an electric travel mode that travels using only the rotating electrical machine MG as a driving force source, and a parallel mode that travels using at least the engine E as a driving force source. Further, when the operation mode is changed from the electric travel mode to the parallel mode, a parallel transition mode in which control for shifting from the electric travel mode to the parallel mode is performed is temporarily set as the operation mode.
- an electric travel transition mode in which control for shifting from the parallel mode to the electric travel mode is performed is temporarily set as the operation mode.
- the electric travel mode is calculated as the operation mode. In other cases, that is, the accelerator opening is large or the battery charge is large.
- the parallel mode is calculated as the operation mode when the value is small will be described as an example. If there is no acceleration request from the driver, such as when the vehicle speed is zero and the accelerator opening is minimum, the vehicle is considered to be stopped and the stopped mode is set as the driving mode.
- the control unit 46 performs control according to the control sequence during stopping.
- the mode control unit 46 responds to each operation mode by requesting an engine required torque Te that is a target value of the output torque of the engine E and a required transmission torque capacity Tk that is a target value of the transmission torque capacity of the first clutch CL1. Then, a motor required torque Tm that is a target value of the output torque of the rotating electrical machine MG is calculated. Further, the mode control unit 46 sets a target combustion state of the engine E according to each operation mode.
- the outline of each operation mode will be described.
- the mode control unit 46 sets the target combustion state of the engine E to a non-combustion state in which combustion is stopped.
- the parallel mode mode control unit 46 sets the required transmission torque capacity Tk to the transmission torque capacity at which the first clutch CL1 is completely engaged, and the engine required torque Te and the motor The engine request torque Te and the motor request torque Tm are set such that the sum of the request torque Tm and the input shaft request torque Ti is set.
- the completely engaged state is an engaged state in which there is no rotational speed difference (slip) between the input and output members of the friction engagement element.
- the mode control unit 46 sets the target combustion state of the engine E to the combustion state.
- the parallel transition mode mode controller 46 increases the required transmission torque capacity Tk of the first clutch CL1 from zero and completely engages the first clutch CL1.
- the target combustion state of the engine E is set to a combustion start state for shifting from the non-combustion state to the combustion state, and the combustion of the engine E is started and the engine required torque Te is increased.
- the mode control unit 46 sets the motor request torque Tm before the first clutch is completely engaged, so that the sum of the motor request torque Tm and the transmission torque capacity of the first clutch CL1 is equal to the input shaft request torque Ti.
- the motor request torque Tm is set so that the sum of the motor request torque Tm and the engine output torque is equal to the input shaft request torque Ti. Note that the estimated values described above are used for the output torque of the engine E and the transmission torque capacity of the first clutch CL1.
- This parallel shift mode is a characteristic operation mode according to the present invention and will be described in detail later.
- the electric travel transition mode The mode control unit 46 reduces the required transmission torque capacity Tk of the first clutch CL1 to zero when the operation mode is determined to be the electric travel transition mode for the transition from the parallel mode to the electric travel mode. Then, the target combustion state of the engine E is set to a combustion stop state in which the combustion state is shifted from the combustion state to the non-combustion state, the combustion of the engine E is stopped, and the engine required torque Te is set to zero. Further, the mode control unit 46 sets the motor request torque Tm before the first clutch is completely released, and the sum of the motor request torque Tm and the transmission torque capacity of the first clutch CL1 is equal to the input shaft request torque Ti. After the first clutch is released, the motor request torque Tm is set to be equal to the input shaft request torque Ti.
- control of the mode control unit 46 in the parallel transition mode will be described with reference to FIGS. Specifically, from the state where the accelerator opening is small and the electric travel mode is set as the operation mode (until time t11 in FIG. 3), the operation mode is increased by increasing the accelerator opening. As an example, a case where the parallel transition mode is calculated (time t11 in FIG. 3) will be described. Further, in this example, in the electric travel mode, the first clutch CL1 is released and the engine E is in a state of stopping combustion. In this example, the rotating electrical machine MG is driven and connected to the wheel W via the torque converter TC and the speed change mechanism TM to rotate.
- one of the gear positions is formed in the speed change mechanism TM, and the lockup clutch LC is in a completely engaged state.
- the rotating electrical machine MG is in a rotating state. Note that the rotating electrical machine MG is completely driven and connected to the wheels W, such as when the speed change mechanism TM is shifting and the speed change mechanism TM is not completely geared or when the lockup clutch LC is slipping. It may be in a state that is not. Even in such a state, the rotational speed of the engine E is increased by the rotational driving force of the rotating electrical machine MG.
- the mode control unit 46 sets the target combustion state of the engine E to the non-combustion state and sets the required transmission torque capacity Tk to zero as described above.
- the motor required torque Tm is set to a value equal to the input shaft required torque Ti. Further, in this example, the engine required torque Te is set to zero.
- the mode control unit 46 commands each of the control devices 31 to 33 for the set required torque and target combustion state.
- the control devices 31 to 33 control the engine E, the rotating electrical machine MG, and the first clutch CL1.
- the mode control unit 46 determines to shift the operation mode from the electric travel mode to the parallel mode, that is, when the operation mode is changed to the parallel transition mode (time t11 in FIG. 3), the first clutch Control is performed to increase the transmission torque capacity of CL1 and increase the rotational speed of the engine E to the rotational speed of the rotating electrical machine MG.
- the case where it is determined that the operation mode is shifted from the electric travel mode to the parallel mode is “when there is a request for starting the internal combustion engine” in the present invention.
- the mode control unit 46 increases the required transmission torque capacity Tk from zero to the first target value Tk1 when the mode is changed to the parallel transition mode.
- the change in the actual transmission torque capacity has a follow-up delay with respect to the change in the command value, and after a predetermined dead time has elapsed (time t12 in FIG. 3), the transmission torque capacity is determined according to the command value. Gradually increases with a predetermined response delay.
- the first clutch CL1 When the transmission torque capacity of the first clutch CL1 is greater than zero, the first clutch CL1 is engaged. Before the change to the parallel shift mode, the rotating electrical machine MG is rotating and the rotation of the engine E is stopped, so that a differential rotational speed is generated between the input / output members of the first clutch CL1. When this differential rotational speed occurs, torque having a transmission torque capacity is transmitted from a member having a high rotational speed to a member having a low rotational speed. Immediately after the change to the parallel shift mode, the rotational speed of the engine output shaft Eo is lower than that of the input shaft I, so torque from the input shaft I to the engine output shaft Eo, that is, from the rotating electrical machine MG to the engine E. Is transmitted.
- the predetermined acceleration is a value obtained by dividing the torque obtained by adding the transmission torque capacity and the output torque of the engine E by the moment of inertia of the engine E or the like.
- the required transmission torque capacity Tk is set to a predetermined constant value Tk1 in a predetermined period after the change to the parallel transition mode, and the output torque of the engine E in the non-combustion state is relatively small due to friction, pumping, and the like. Therefore, the rotational speed of the engine E increases at a substantially constant acceleration.
- the synchronous mode control unit 46 between the rotational speed of the engine and the rotational speed of the rotating electrical machine has the following. Control is performed to synchronize the rotational speed of the engine E and the rotational speed of the rotating electrical machine while decreasing the transmission torque capacity of the first clutch CL1.
- the mode control unit 46 uses the transmission torque capacity of the first clutch CL1 when the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized to output the combustion before the engine E starts combustion. Control to match the magnitude of torque.
- the output torque before the combustion start of the engine E is a negative torque, and the engine E is driven by the torque transmitted from the rotating electrical machine side via the first clutch CL1.
- Such output torque before the start of combustion of the engine E corresponds to “driven torque” in the present invention.
- the mode control unit 46 increases the rotational speed of the engine E and the differential rotational speed ⁇ W between the engine E and the rotating electrical machine MG becomes equal to or lower than a predetermined first determination value ⁇ W1 (in FIG. 3).
- the required transmission torque capacity Tk is reduced to the second target value Tko as the differential rotational speed ⁇ W between the engine E and the rotating electrical machine MG decreases.
- the second target value Tko is set so as to match the magnitude of the output torque Teo of the engine E, as will be described later.
- the mode control unit 46 sets the required transmission torque capacity Tk by PI control corresponding to the differential rotation speed ⁇ W between the engine E and the rotating electrical machine MG.
- the mode control unit 46 sets the required transmission torque capacity Tk according to the following equation (1).
- Tk Kp ⁇ ⁇ W + ⁇ (Ki ⁇ ⁇ W) dt + Tko (1)
- the first term on the right side of Equation (1) is a proportional term
- the second term is an integral term
- the third term is an offset term.
- ⁇ W is a differential rotational speed obtained by subtracting the rotational speed of the engine E from the rotational speed of the rotating electrical machine MG.
- Kp is a proportional gain
- Ki is an integral gain
- Tko is an offset, and is set to match the output torque Teo of the engine E.
- Tko may be set to a predetermined fixed value, or may be set to the magnitude of the output torque of the engine E estimated by the engine control unit 41.
- the engine control unit 41 is based on, for example, a map in which negative torque output from the engine E is set in advance according to the rotational speed and throttle opening of the engine E, and the detected rotational speed and throttle opening of the engine E. Calculate the negative torque and use it as the output torque.
- the third term on the right side of equation (1) may be eliminated and Tko may be set to the initial value of the integral term.
- the proportional gain Kp is equal to the predetermined first target value Tk1 set before the PI control is started, with the calculated value of Expression (1) at the start of PI control (time t13 in FIG. 3).
- the proportional gain Kp and the integral gain Ki may be configured as variable gains set according to the differential rotation speed ⁇ W.
- the proportional gain Kp and the integral gain Ki may be set according to the magnitude of the differential rotation speed ⁇ W.
- the proportional gain Kp and the integral gain Ki may be set so as to decrease as the difference rotational speed ⁇ W decreases.
- the proportional gain Kp and the integral gain Ki are set so that the rotational speed of the engine E does not overshoot the rotational speed of the rotating electrical machine MG.
- the change speed (acceleration) of the differential rotational speed ⁇ W when the rotational speed of the engine E initially matches the rotational speed of the rotating electrical machine MG can be brought close to zero.
- the acceleration of the difference rotational speed ⁇ W is substantially equal to the acceleration of the rotational speed of the engine E.
- the acceleration at which the rotational speed of the engine E increases is proportional to the torque obtained by adding the transmission torque capacity of the first clutch CL1 and the output torque of the engine E as described above. Therefore, when the acceleration of the differential rotational speed ⁇ W approaches zero, the transmission torque capacity of the first clutch CL1 approaches the magnitude of the output torque of the engine E. Therefore, by setting the PI gain so as not to overshoot, the transmission torque capacity when the rotation speed of the engine E matches the rotation speed of the rotating electrical machine MG is automatically set to the magnitude of the output torque of the engine E. You can get closer.
- the mode control unit 46 may start PI control after changing to the parallel transition mode (time t11 in FIG. 3). In this case, the mode control unit 46 performs a process of limiting the calculated value of Expression (1) with the first target value Tk1 as an upper limit. Further, when the calculated value of the expression (1) is limited to the first target value Tk1 or less, the update of the integral value in the second term of the expression (1) is stopped, and the integral value Winding-up processing may be performed. Even in this case, the behavior of the required transmission torque capacity Tk as shown in FIG. 3 can be realized.
- the torque transmitted by the first clutch CL1 is the same as the output torque of the engine E ((b) of FIG. 4). Therefore, if there is a difference between the transmission torque capacity and the output torque of the engine E before and after the differential rotation speed of the first clutch CL1 disappears, the magnitude of the torque transmitted through the friction engagement element changes, and the torque Shock can occur. Therefore, as in this embodiment, the transmission torque capacity before the first clutch CL1 disappears and the output torque of the engine E after the first clutch CL1 disappears have the same magnitude. By controlling to the torque, it is possible to suppress the torque shock at the time of switching.
- control is performed so that the second target value Tko, which is the transmission torque capacity when the differential rotational speed disappears, matches the magnitude of the output torque Teo of the engine E at that time.
- the combustion of the engine E is not started until the differential rotation speed of the first clutch CL1 disappears. For this reason, even after the differential rotational speed of the first clutch CL1 is lost, the output torque Teo of the engine E is a negative torque, and the torque transmission direction is a direction transmitted from the rotating electrical machine MG side to the engine E side.
- the transmission direction before and after the differential rotation speed of the first clutch CL1 disappears is the same. Therefore, according to the present embodiment, it is possible to prevent a torque shock from occurring when the differential rotational speed disappears and synchronizes.
- the mode control unit 46 sets the transmission torque capacity of the first clutch CL1 to be larger than the second target value Tko until the differential rotation speed ⁇ W becomes equal to or less than the predetermined value ⁇ W1, thereby accelerating the increase in the rotation speed of the engine E. ing.
- the mode control unit 46 decreases the transmission torque capacity of the first clutch CL1 to the second target value Tko when the differential rotational speed ⁇ W becomes equal to or less than the predetermined value ⁇ W1, so that the torque shock when the differential rotational speed ⁇ W disappears. Can be suppressed. Therefore, according to this embodiment, the transition to the parallel mode can be shortened, and the occurrence of torque shock at the transition can be suppressed.
- the mode control unit 46 sets the motor request torque Tm to the input shaft request torque Ti so that the torque transmitted from the rotating electrical machine MG to the wheel W side is maintained at the input shaft request torque Ti.
- the first target value Tk1 of the required transmission torque capacity Tk can be set large, the acceleration of the rotational speed of the engine E can be increased, and the rotational speed of the engine E can be increased. You can speed up the climb. Therefore, the transition period from the electric travel mode to the parallel mode can be shortened, and the response speed to the driver's acceleration request or the like can be improved.
- the complete engagement mode control unit 46 of the first clutch CL1 transmits the first clutch CL1 after the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized and before the combustion of the engine E is started. Control is performed to increase the torque capacity to be greater than the magnitude of torque output from the engine E after the start of combustion of the engine E.
- the mode control unit 46 performs a synchronization determination for determining whether or not the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized.
- the mode control unit 46 determines that the differential rotation speed ⁇ W and the acceleration of the differential rotation speed ⁇ W are sufficiently small when they are synchronized. In the present embodiment, when the differential rotation speed ⁇ W is equal to or less than the predetermined value ⁇ W2 and the acceleration of the differential rotation speed ⁇ W is equal to or less than the predetermined value (time t14 in FIG. 3), it is determined that the synchronization has occurred.
- the mode control unit 46 increases the required transmission torque capacity Tk of the first clutch CL1 to the complete engagement capacity.
- this complete engagement capacity is set to be larger than the maximum torque that can be output by the engine E.
- the complete engagement capacity is set to a value obtained by multiplying the maximum output torque of the engine E by a predetermined safety factor.
- the mode control unit 46 determines that the engagement of the first clutch CL1 is completed when the actual transmission torque capacity reaches the increased requested transmission torque capacity Tk, and then the engine E Start burning. More specifically, when the difference between the increased required transmission torque capacity Tk and the estimated transmission torque capacity Tke is equal to or less than a predetermined value (time t15 in FIG. 3), the mode control unit 46 It is determined that the engagement of one clutch CL1 is completed. Alternatively, it may be determined that the engagement of the first clutch CL1 is completed after a predetermined time has elapsed since the required transmission torque capacity Tk of the first clutch CL1 is increased to the full engagement capacity. Then, the mode control unit 46 transmits a command for starting combustion of the engine E to the engine control unit 41. As described above, the engine control unit 41 starts supplying fuel to the engine E via the fuel supply device 35 and starts ignition of fuel supplied to the engine E via the ignition coil 36.
- the mode control unit 46 determines that the engagement of the first clutch CL1 is completed, the mode control unit 46 increases the engine required torque Te from zero.
- the mode control unit 46 sets the engine request torque Te according to the method for setting the engine request torque Te after shifting to the parallel mode. That is, the mode control unit 46 sets the engine request torque Te so that the sum of the engine request torque Te and the motor request torque Tm set after shifting to the parallel mode is equal to the input shaft request torque Ti. .
- the engine required torque Te is equal to the input shaft required torque Ti. Set to value.
- the engine control unit 41 controls the engine E so that the output torque of the engine E matches the commanded engine required torque Te as described above. As described above, the output torque of the engine E follows the change in the engine required torque Te with a relatively large response delay. As described above, the engine control unit 41 estimates the output torque of the engine E that changes with this response delay, and transmits the estimated value to the mode control unit 46.
- the mode control unit 46 determines the motor required torque Tm, the estimated output torque of the engine E, and the motor The total value with the required torque Tm is set to be equal to the input shaft required torque Ti. That is, the motor required torque Tm is set to a value obtained by subtracting the estimated output torque of the engine E from the input shaft required torque Ti.
- the motor required torque Tm By calculating the motor required torque Tm using the output torque of the engine E estimated in consideration of the response delay in this way, after the differential rotational speed of the first clutch CL1 has disappeared, the first clutch CL1 is used.
- the output torque of the engine E transmitted from the engine E to the rotating electrical machine MG can be canceled by the output torque of the rotating electrical machine MG.
- the response delay of the change in the output torque of the engine E is large, the effect of reducing the torque shock becomes large.
- the difference between the engine required torque Te and the actual output torque becomes large, so the effect of reducing torque shock is great.
- the torque shock at the start of combustion of the engine can be reduced, the increase in the required engine torque Te can be increased, and the rise of the output torque of the engine E can be accelerated. Therefore, the transition period from the electric travel mode to the parallel mode can be shortened, the output torque of the engine E can be increased with good response, and the response speed to the driver's acceleration request can be improved. Can do.
- the transmission efficiency of the torque converter TC can be increased, and even when the input shaft required torque Ti changes due to the driver's acceleration request or the like, the output torque of the rotating electrical machine MG is changed.
- the torque output from the input shaft I to the wheel W side can be made to follow the change in the input shaft required torque Ti with good responsiveness. Therefore, even in the parallel transition mode, it is possible to suppress a decrease in response speed to the driver's acceleration request or the like.
- the parallel shift mode it is possible to control the lockup clutch LC to the released state or to perform the slip control on the lockup clutch LC.
- the mode control unit 46 determines that the shift to the parallel mode is completed, and shifts the operation mode to the parallel mode. The mode is changed from the mode to the parallel mode, and the parallel transition mode control is terminated. Alternatively, it may be determined that the transition to the parallel mode is completed after a predetermined time has elapsed after the start of combustion of the engine E.
- FIG. 5 is a flowchart showing a control processing procedure for controlling the engagement state of the first clutch CL1 in the parallel shift mode.
- FIG. 6 is a flowchart illustrating a control processing procedure for controlling the output torque of the rotating electrical machine MG in the parallel transition mode.
- FIG. 7 is a flowchart showing a processing procedure of control for controlling the output torque and the combustion state of the engine E in the parallel shift mode. In the following description, it is assumed that the vehicle is traveling in the electric travel mode in the initial state.
- the mode control unit 46 performs the process of determining the operation mode as described above.
- the mode control unit 46 sets the required transmission torque capacity Tk to the first target value Tk1 as described above, and performs the first clutch control. Processing for controlling the transmission torque capacity of the first clutch CL1 to match the set value via the section 44 is performed (step # 12).
- the mode control unit 46 performs a process of determining whether or not the difference rotational speed ⁇ W between the rotational speed of the rotating electrical machine MG and the rotational speed of the engine E is equal to or less than a predetermined value ⁇ W1 as described above (step # 13). ).
- the mode control unit 46 increases the required transmission torque capacity Tk to the second as the differential rotation speed ⁇ W decreases as described above. A process of decreasing to the target value Tko is performed (step # 14). Thereafter, the mode control unit 46 determines whether or not the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG are synchronized as described above (step # 15). When it is determined that they are synchronized (step # 15: Yes), the mode control unit 46 performs a process of setting the required transmission torque capacity Tk to the complete engagement capacity as described above (step # 16).
- the mode control unit 46 performs processing to determine whether or not the transition to the parallel mode has been completed (step # 17).
- step # 17: Yes the mode control unit 46 changes the operation mode from the parallel transition mode to the parallel mode, and ends the control of the parallel transition mode.
- step # 21 when the operation mode is changed to the parallel transition mode (step # 21: Yes), the mode control unit 46 sets the motor request torque Tm, the input shaft request torque Ti, and the first clutch control as described above.
- Perform step # 22).
- the mode control unit 46 determines whether or not the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized as described above (step # 23).
- step # 23: Yes the mode control unit 46 calculates the motor request torque Tm from the input shaft request torque Ti by the engine control unit 41. Is set to a value obtained by subtracting the output torque (step # 24). Thereafter, as described above, the mode control unit 46 performs a process of determining whether or not the transition to the parallel mode is completed (step # 25). When it determines with having completed (step # 25: Yes), the mode control part 46 changes an operation mode from parallel transfer mode to parallel mode, and complete
- step # 31: Yes when the operation mode is changed to the parallel transition mode (step # 31: Yes), the mode control unit 46 sets the engine request torque Te to zero and transmits it to the engine control unit 41 as described above. Is performed (step # 32). Thereafter, the mode control unit 46 determines whether or not the complete engagement of the first clutch CL1 is completed as described above (step # 33). When it is determined that complete engagement has been completed (step # 33: Yes), the mode control unit 46 performs a process of starting combustion of the engine E via the engine control unit 41 as described above (step # 33). # 34).
- the mode control unit 46 sets a torque having a value equal to the input shaft request torque Ti to the engine request torque Te, and the output torque of the engine E matches the set value via the engine control unit 41.
- a process of controlling to perform is performed (step # 35).
- the mode control unit 46 performs a process of determining whether or not the transition to the parallel mode is completed (step # 36).
- step # 36 the mode control unit 46 changes the operation mode from the parallel transition mode to the parallel mode, and ends the control of the parallel transition mode.
- FIG. 8 is a schematic diagram illustrating a schematic configuration of the drive device 2 according to the present embodiment.
- the drive device 2 according to the present embodiment is provided with a second clutch CL2 that selectively drives and connects the rotating electrical machine MG and the speed change mechanism TM in place of the torque converter TC of the first embodiment.
- CL2 selectively drives and connects the rotating electrical machine MG and the speed change mechanism TM in place of the torque converter TC of the first embodiment.
- the configuration and control contents of the functional units included in the control device 1 are also partially different from those in the first embodiment.
- Other configurations are basically the same as those in the first embodiment.
- the driving device 2 and the control device 1 according to the present embodiment will be described focusing on differences from the first embodiment. Note that points not particularly specified are the same as those in the first embodiment.
- Second Clutch In this embodiment, the input shaft I drivingly connected to the rotating electrical machine MG is selectively drivingly connected to the intermediate shaft M by the second clutch CL2.
- the intermediate shaft M is drivably coupled to the input side of the speed change mechanism TM.
- the second clutch CL2 is a friction engagement element similar to the first clutch CL1, and is configured to be engaged and released by supplied hydraulic pressure.
- a clutch for example, a wet multi-plate clutch, a dry clutch or the like is preferably used.
- the power transmission mechanism control device 33 includes a second clutch control unit similar to the first clutch control unit 44 in place of the lockup clutch control unit 45 of the first embodiment.
- the second clutch control unit is a functional unit that controls the second clutch CL2.
- the second clutch control unit controls the engagement or disengagement of the second clutch CL2 by controlling the hydraulic pressure supplied to the second clutch CL2 via the hydraulic control device.
- the second clutch control unit like the first clutch control unit 44, is based on the request transmission torque capacity Tk2 commanded from the mode control unit 46 provided in the vehicle control device 34.
- the hydraulic pressure supplied to the second clutch CL2 is controlled via the hydraulic pressure control device so that the actual transmission torque capacity of CL2 matches the required transmission torque capacity Tk2.
- the second clutch control unit performs a process of estimating the actual transmission torque capacity of the second clutch CL2 from the commanded requested transmission torque capacity Tk2 in consideration of the response delay in the same manner as the first clutch control unit 44. . Then, the second clutch control unit performs a process of transmitting the estimated value of the transmission torque capacity to the other control devices 31 to 34 such as the vehicle control device 34.
- the input shaft required torque Ti calculated by the mode control unit 46 is a target value of torque transmitted from the input shaft I to which the driving force source is connected to the second clutch CL2.
- the mode control unit 46 calculates the input shaft request torque Ti from the output shaft request torque based on the gear ratio of the gear stage formed in the speed change mechanism TM.
- the mode control unit 46 determines the gear ratio of the gear stage formed in the speed change mechanism TM from the output shaft required torque, Based on the transmission torque capacity of the clutch CL2, the input shaft required torque Ti is calculated.
- the mode control unit 46 calculates the required transmission torque capacity Tk2 of the second clutch CL2 from the input shaft required torque Ti so as to be in the fully engaged state when the parallel shift mode is calculated as the operation mode. Is also set to a large value and commanded to the second clutch control unit.
- the engine E in the parallel transition mode, the engine E is transmitted from the input shaft I to the wheel W side at the start of combustion and when the first clutch CL1 is engaged.
- the torque is controlled so as not to cause a torque shock. Therefore, the torque shock transmitted to the wheels W can be suppressed even when the second clutch CL2 is completely engaged and slip control or the like is not performed.
- it is possible to control the second clutch CL2 to be maintained in the fully engaged state in the parallel transition mode. Thereby, even in the parallel transition mode, the transmission efficiency of the second clutch CL2 can be increased, and the output torque of the rotating electrical machine MG can be changed even when the input shaft required torque Ti changes due to the driver's acceleration request or the like.
- the torque output from the input shaft I to the wheel W side can be made to follow the change in the input shaft required torque Ti with good responsiveness. Therefore, even in the parallel transition mode, the response speed to the driver's acceleration request and the like can be improved.
- the second clutch CL2 can be slip-controlled.
- FIG. 9 is a schematic diagram illustrating a schematic configuration of the drive device 2 according to the present embodiment.
- the drive device 2 according to this embodiment does not include the torque converter TC of the first embodiment or the second clutch CL2 and the intermediate shaft M of the second embodiment, and the input shaft I is directly connected to the speed change mechanism TM.
- This is different from the first and second embodiments in that it is drive-coupled to the first and second embodiments.
- the configuration of the functional units included in the control device 1 and the control contents are also partially different from those of the first and second embodiments.
- Other configurations are basically the same as those in the first and second embodiments.
- the driving device 2 and the control device 1 according to the present embodiment will be described focusing on differences from the first and second embodiments. Note that the points not particularly specified are the same as those in the first and second embodiments.
- the power transmission mechanism control device 33 does not include the lockup clutch control unit 45 of the first embodiment and the second clutch control unit of the second embodiment.
- the input shaft required torque Ti calculated by the mode control unit 46 is a target value of torque transmitted from the input shaft I to which the driving force source is coupled to the speed change mechanism TM.
- the input shaft I moves toward the wheel W side. Control is performed so that a torque shock does not occur in the transmitted torque. Therefore, the torque shock transmitted to the wheel W can be suppressed even if the input shaft I is directly transmitted to the speed change mechanism TM and not via the fluid coupling or the clutch.
- the output torque of the rotating electrical machine MG is changed to input the change in the input shaft required torque Ti.
- the torque output from the shaft I to the wheel W side can be followed with good responsiveness. Therefore, even in the parallel transition mode, the response speed to the driver's acceleration request and the like can be improved.
- the control device 1 includes a plurality of control devices 31 to 34, and a case where the plurality of control devices 31 to 34 share a plurality of functional units 41 to 46 will be described as an example. did.
- the embodiment of the present invention is not limited to this. That is, the control device 1 may be provided as a control device in which the plurality of control devices 31 to 34 described above are integrated or separated in any combination, and the sharing of the plurality of functional units 41 to 46 is also arbitrarily set. Can do.
- the mode control unit 46 determines that the first clutch CL1 after the differential rotational speed ⁇ W, which is the difference between the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG, becomes equal to or less than the predetermined value ⁇ W1.
- ⁇ W differential rotational speed
- the rotational speed of the engine E and the rotational speed of the rotating electrical machine are synchronized while reducing the transmission torque capacity of the motor has been described as an example.
- the embodiment of the present invention is not limited to this.
- the mode control unit 46 reduces the transmission torque capacity of the first clutch CL1 even after the differential rotational speed ⁇ W, which is the difference between the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG, becomes equal to or less than the predetermined value ⁇ W1. It is also one preferred embodiment of the present invention that the rotational speed of the engine E and the rotational speed of the rotating electrical machine are synchronized so that the rotational speed of the engine E and the rotational speed of the rotating electrical machine are synchronized with each other. .
- the mode control unit 46 determines the first clutch CL1 after the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized and before the combustion of the engine E is started.
- the case where control is performed to increase the transmission torque capacity to be greater than the magnitude of torque output from the engine E after the start of combustion of the engine E has been described as an example.
- the embodiment of the present invention is not limited to this. That is, the mode control unit 46 first synchronizes the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG and starts the combustion of the engine E or after starting the combustion of the engine E. It is also a preferred embodiment of the present invention that the control is performed such that the transmission torque capacity of the clutch CL1 is increased beyond the magnitude of the torque output from the engine E after the start of combustion of the engine E. .
- the mode control unit 46 determines the transmission torque capacity of the first clutch CL1 when the rotational speed of the engine E and the rotational speed of the rotating electrical machine MG are synchronized before the combustion start of the engine E.
- the case where the control to match the magnitude of the output torque is performed has been described as an example.
- the embodiment of the present invention is not limited to this. That is, the mode control unit 46 sets the transmission torque capacity of the first clutch CL1 when the rotation speed of the engine E and the rotation speed of the rotating electrical machine MG are synchronized to a predetermined value from the magnitude of the output torque before the combustion start of the engine E. It is also a preferred embodiment of the present invention that the control is performed so as to increase only or decrease by a predetermined value.
- the present invention relates to a control device that controls a hybrid vehicle drive device including an internal combustion engine, a rotating electrical machine that is drivingly connected to a wheel, and a clutch that selectively drives and connects the internal combustion engine and the rotating electrical machine. Can be suitably used.
- Control device 2 Drive device for hybrid vehicle (drive device)
- E Engine (internal combustion engine)
- MG rotating electric machine
- CL1 first clutch (clutch)
- CL2 Second clutch TM: Transmission mechanism
- Eo Engine output shaft I: Input shaft O: Output shaft
- TC Torque converter
- TCa Pump impeller
- TCb Turbine runner
- TCc Stator
- Lock-up clutch W Wheel
- Se1 Engine rotational speed sensor
- Se2 input shaft rotational speed sensor
- Se3 intermediate shaft rotational speed sensor
- Se4 output shaft rotational speed sensor
- Se5 accelerator opening sensor
- Ap accelerator pedal Ti: input shaft required torque
- Tk required transmission torque capacity
- Te Engine required torque
- Tm Motor required torque 31: Engine control device 32: Rotary electric machine control device 33: Power transmission mechanism control device 34: Vehicle control device 35: Fuel supply device 36: Ignition coil 41: Engine control unit 42: Rotary electric machine control Unit 43: Transmission mechanism control unit 44: First class Chi controller 45: the lock-up clutch control
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
また、内燃機関の燃焼停止状態での負の出力トルクの大きさは、比較的小さい。よって、クラッチは、内燃機関の燃焼状態に比べて伝達トルク容量が小さい状態で係合を完了することができる。従って、クラッチの係合完了の前後で、同じ伝達方向でのトルク段差が生じたとしても、その大きさは比較的小さい。よって、クラッチの係合完了の前後で発生するトルクショックを抑制することができる。
本発明に係る制御装置1の第一の実施形態について図面に基づいて説明する。制御装置1は、内燃機関であるエンジンEと、車輪Wに駆動連結される回転電機MGと、エンジンEと回転電機MGとの間を選択的に駆動連結する第一クラッチCL1と、を備えたハイブリッド車両用駆動装置2の制御を行う。以下では、ハイブリッド車両用駆動装置2を単に「駆動装置2」と称する。図1は、本実施形態に係る駆動装置2及び制御装置1の概略構成を示す模式図である。なお、図1において、実線は駆動力(トルク)の伝達経路を示し、破線は油圧の供給経路を示し、一点鎖線は電気信号の伝達経路を示している。
エンジンEは、燃料の燃焼により駆動される内燃機関であり、例えば、ガソリンエンジン等の火花点火エンジンやディーゼルエンジン等の圧縮点火エンジン等の公知の各種エンジンを用いることができる。以下の本実施形態の説明では、エンジンEにガソリンエンジンを用いた場合を例に説明する。エンジンEは、第一クラッチCL1により選択的に回転電機MGに駆動連結される。本実施形態では、エンジンEのクランクシャフト等のエンジン出力軸Eoが、第一クラッチCL1により選択的に入力軸Iに駆動連結される。そして、入力軸Iは、回転電機MGのロータ(不図示)と一体回転するように駆動連結されている。本実施形態では、第一クラッチCL1は摩擦係合要素であり、摩擦係合要素は、供給される油圧により係合及び解放されるように構成されている。このようなクラッチとしては、例えば湿式多板クラッチ、乾式クラッチ等が好適に用いられる。
次に、駆動装置2の制御を行う制御装置1の構成について説明する。本実施形態では、図1及び図2に示すように、制御装置1は、エンジンEの制御を行うエンジン制御装置31と、回転電機MGの制御を行う回転電機制御装置32と、変速機構TM及び第一クラッチCL1などの各摩擦係合要素の制御を行う動力伝達機構制御装置33と、これらの制御装置を統合して駆動装置2の制御を行う車両制御装置34と、から構成されている。
エンジン回転速度センサSe1は、エンジン出力軸Eo(エンジンE)の回転速度を検出するセンサである。制御装置1は、エンジン回転速度センサSe1の入力信号から、エンジンEの回転速度を算出する。入力軸回転速度センサSe2は、入力軸Iの回転速度を検出するセンサである。入力軸Iには回転電機MGのロータが一体的に駆動連結されているので、制御装置1は、入力軸回転速度センサSe2の入力信号から、入力軸I及び回転電機MGの回転速度を算出する。中間軸回転速度センサSe3は、中間軸Mの回転速度を検出するセンサである。制御装置1は、中間軸回転速度センサSe3の入力信号から、トルクコンバータTCの出力側の回転速度、及び変速機構TMの入力側の回転速度を算出する。出力軸回転速度センサSe4は、出力軸Oの回転速度を検出するセンサである。制御装置1は、出力軸回転速度センサSe4の入力信号から、変速機構TMの出力側の回転速度を算出する。また、出力軸Oの回転速度は車速に比例するため、制御装置1は、出力軸回転速度センサSe4の入力信号から、車速を算出する。
また、アクセル開度センサSe5は、図1に示すように、運転者により操作されるアクセルペダルApの操作量を検出することによりアクセル開度を検出するセンサである。制御装置1は、アクセル開度センサSe5の入力信号から、アクセル開度を算出する。
エンジン制御装置31は、エンジンEの制御を行う制御装置である。エンジン制御装置31には、エンジン回転速度センサSe1等の各種センサの検出情報が入力されている。また、エンジン制御装置31は、エンジンEの燃焼室に燃料を供給する燃料供給装置35や、燃焼室に配置された点火プラグに火花を飛ばすための点火コイル36や、燃焼室に吸入される空気量である吸入空気量を調整するスロットル弁や、燃焼室の吸排気弁の開閉時期及びリフト量を調整するアクチュエータ等を制御する電気信号を出力する。
また、本実施形態では、実際にエンジンEに供給した燃料供給量、或いは点火時期、エンジンEの回転速度、及び吸気管内の負圧等に基づき、エンジンEに生じている正トルク及び負トルクを算出して、実際のエンジン出力トルクを推定する処理を行う。そして、エンジン制御部41は、この実際のエンジン出力トルクの推定値を、車両制御装置34等の他の制御装置に伝える処理を行う。もしくは、エンジン制御部41は、エンジン要求トルクTeの変化に対して応答遅れ処理を行った値を、実際のエンジンEの出力トルクに設定する処理により、実際のエンジンEの出力トルクを推定する処理を行うようにしてもよい。この場合、応答遅れの大きさを、吸気管により生じる吸入空気量の応答遅れの大きさ等に設定することができる。また、実際のエンジン出力トルクを推定する処理は、車両制御装置34に備えられたモード制御部46で行われるようにしてもよい。
回転電機制御装置32は、回転電機MGの制御を行う制御装置である。回転電機制御装置32には、入力軸回転速度センサSe2等のセンサの検出情報が入力されている。また、回転電機制御装置32は、バッテリから回転電機MGに電力を供給し正のトルクを発生させる、又は回転電機MGに負のトルクを発生させバッテリに電力を供給するインバータを備えている。
動力伝達機構制御装置33は、変速機構TM、並びに第一クラッチCL1及びロックアップクラッチLCの制御を行う制御装置である。動力伝達機構制御装置33には、中間軸回転速度センサSe3、出力軸回転速度センサSe4等のセンサの検出情報が入力されている。また、動力伝達機構制御装置33は、指令されたレベルの油圧を各摩擦係合要素に供給する油圧制御装置を備えている。動力伝達機構制御装置33は、変速機構制御部43、第一クラッチ制御部44、及びロックアップクラッチ制御部45を備えている。
変速機構制御部43は、変速機構TMを制御する機能部である。変速機構制御部43は、車速、アクセル開度、及びシフト位置などのセンサ検出情報に基づいて変速機構TMにおける目標変速段を決定する。そして、変速機構制御部43は、油圧制御装置を介して変速機構TMに備えられた各摩擦係合要素に供給される油圧を制御することにより、各摩擦係合要素を係合又は解放して変速機構TMに目標とされた変速段を形成する。
第一クラッチ制御部44は、第一クラッチCL1を制御する機能部である。ここで、第一クラッチ制御部44は、油圧制御装置を介して第一クラッチCL1に供給される油圧を制御することにより、第一クラッチCL1を制御する。
本実施形態では、第一クラッチ制御部44は、車両制御装置34に備えられたモード制御部46から指令される要求伝達トルク容量Tkに基づいて、第一クラッチCL1の実際の伝達トルク容量が要求伝達トルク容量Tkに一致するように、油圧制御装置を介して第一クラッチCL1に供給される油圧を制御する。例えば、第一クラッチ制御部44は、油圧と伝達トルク容量との関係特性が記憶されているトルク容量特性マップと、要求伝達トルク容量Tkとに基づき、目標となる油圧を設定する。そして、第一クラッチ制御部44は、油圧制御装置に目標油圧を指令し、油圧制御装置は、第一クラッチCL1に目標油圧の油圧を供給する。なお、トルク容量特性マップは、入出力部材間の回転速度差に応じて、油圧と伝達トルク容量Tkとの関係特性が記憶されるようにしてもよい。
ロックアップクラッチ制御部45は、ロックアップクラッチLCを制御する機能部である。ロックアップクラッチ制御部45は、車速、アクセル開度、及びシフト位置などのセンサ検出情報に基づいてロックアップクラッチLCの係合又は解放の目標状態を決定する。そして、変速機構制御部43は、決定した目標状態に応じて、油圧制御装置を介してロックアップクラッチLCに供給される油圧を制御することにより、ロックアップクラッチLCを係合又は解放させる。
車両制御装置34は、第一クラッチCL1、エンジンE、及び回転電機MG等に対して行われる各種トルク制御等を車両全体として統合する制御を行う制御装置である。車両制御装置34は、モード制御部46を備えている。
モード制御部46は、入力軸要求トルクTiを算出する。本実施形態では、入力軸要求トルクTiは、駆動力源が連結される入力軸IからトルクコンバータTCに伝達されるトルクの目標値とされる。そのため、まず、モード制御部46は、アクセル開度及び車速等に基づいて車輪Wから出力される駆動装置2の目標駆動力を算出する。次に、モード制御部46は、駆動装置2の目標駆動力から、出力軸Oから車輪W側に伝達されるトルクの目標値である出力軸要求トルクを算出する。そして、モード制御部46は、出力軸要求トルクから、変速機構TMに形成されている変速段の変速比と、ロックアップクラッチLCが解放状態である場合はトルクコンバータTCの伝達トルク等の特性とに基づき、入力軸要求トルクTiを算出する。
モード制御部46は、アクセル開度、車速、及びバッテリの充電量等に基づいて、各駆動力源の運転モードを算出する。ここで、バッテリの充電量は、バッテリ状態検出センサにより検出される。本実施形態では、運転モードとして、回転電機MGのみを駆動力源として走行する電動走行モードと、少なくともエンジンEを駆動力源として走行するパラレルモードと、を有する。また、運転モードが電動走行モードからパラレルモードに変更された場合は、運転モードとして、電動走行モードからパラレルモードに移行させる制御が行われるパラレル移行モードが一時的に設定される。運転モードがパラレルモードから電動走行モードに変化された場合は、運転モードとして、パラレルモードから電動走行モードに移行させる制御が行われる電動走行移行モードが一時的に設定される。
本実施形態では、アクセル開度が小さく、且つ、バッテリの充電量が大きい場合に、運転モードとして電動走行モードが算出され、それ以外の場合、すなわちアクセル開度が大きい、もしくはバッテリの充電量が小さい場合に、運転モードとしてパラレルモードが算出される場合を例に説明する。なお、車速がゼロであり、アクセル開度が最小である等の運転者からの加速要求がない場合は、車両が停車中であるとみなして、運転モードとして停車中のモードが設定され、モード制御部46は、停車中の制御シーケンスに従って制御を行う。
モード制御部46は、各運転モードに応じて、エンジンEの出力トルクの目標値であるエンジン要求トルクTe、第一クラッチCL1の伝達トルク容量の目標値である要求伝達トルク容量Tk、回転電機MGの出力トルクの目標値であるモータ要求トルクTmを算出する。また、モード制御部46は、各運転モードに応じて、エンジンEの目標燃焼状態を設定する。以下、各運転モードについて概略を説明する。
運転モードを電動走行モードに決定した場合は、エンジン要求トルクTe及び要求伝達トルク容量Tkをゼロに設定し、モータ要求トルクTmを入力軸要求トルクTiと等しい値に設定する。そして、モード制御部46は、エンジンEの目標燃焼状態を燃焼が停止している状態である非燃焼状態に設定する。
モード制御部46は、運転モードをパラレルモードに決定した場合は、要求伝達トルク容量Tkを、第一クラッチCL1が完全係合状態になる伝達トルク容量に設定し、エンジン要求トルクTeとモータ要求トルクTmとの合計が入力軸要求トルクTiになるように、エンジン要求トルクTe及びモータ要求トルクTmを設定する。ここで、完全係合状態とは、摩擦係合要素の入出力部材間の回転速度差(滑り)がない係合状態である。また、モード制御部46は、エンジンEの目標燃焼状態を燃焼状態に設定する。
モード制御部46は、運転モードをパラレル移行モードに算出した場合は、第一クラッチCL1の要求伝達トルク容量Tkをゼロから増加させて、第一クラッチCL1を完全係合させた後、エンジンEの目標燃焼状態を非燃焼状態から燃焼状態に移行させる燃焼開始状態に設定し、エンジンEの燃焼を開始させるとともにエンジン要求トルクTeを増加させる。モード制御部46は、第一クラッチが完全係合される前は、モータ要求トルクTmを、モータ要求トルクTmと第一クラッチCL1の伝達トルク容量との合計が入力軸要求トルクTiと等しくなるように設定し、第一クラッチCL1が完全係合された後は、モータ要求トルクTmを、モータ要求トルクTmとエンジンの出力トルクとの合計が入力軸要求トルクTiと等しくなるように設定する。なお、エンジンEの出力トルク及び第一クラッチCL1の伝達トルク容量には、上記した推定値が用いられる。このパラレル移行モードは本発明に係る特徴的な運転モードであり、後に詳しく説明する。
モード制御部46は、パラレルモードから電動走行モードへの移行のために運転モードを電動走行移行モードに決定した場合は、第一クラッチCL1の要求伝達トルク容量Tkをゼロに減少させた後、エンジンEの目標燃焼状態を燃焼状態から非燃焼状態に移行させる燃焼停止状態に設定し、エンジンEの燃焼を停止させるともにエンジン要求トルクTeをゼロに設定する。また、モード制御部46は、第一クラッチが完全に解放される前は、モータ要求トルクTmを、モータ要求トルクTmと第一クラッチCL1の伝達トルク容量との合計が入力軸要求トルクTiと等しくなるように設定し、第一クラッチが解放された後は、モータ要求トルクTmを、入力軸要求トルクTiと等しい値になるように設定する。
以下の実施形態では、パラレル移行モードにおけるモード制御部46の制御について、図3~図7を参照して説明する。具体的には、走行中であってアクセル開度が小さく、運転モードとして電動走行モードが設定されている状態から(図3の時刻t11まで)、アクセル開度が増加するなどして、運転モードとしてパラレル移行モードが算出された場合(図3の時刻t11)を例に説明する。また、本例では、電動走行モードにおいて、第一クラッチCL1が解放され、エンジンEが燃焼を停止している状態とされている。また、本例では、回転電機MGがトルクコンバータTC及び変速機構TMを介して車輪Wに駆動連結されて回転している。この際、変速機構TMには、何れかの変速段が形成されており、ロックアップクラッチLCは、完全係合状態とされている。また、車両は走行状態であるため、回転電機MGは回転している状態にある。なお、変速機構TMが変速中で変速機構TMに変速段が完全に形成されていない状態や、ロックアップクラッチLCがスリップをしている状態など、回転電機MGが車輪Wに完全に駆動連結されていない状態であってもよい。このような状態でも、回転電機MGの回転駆動力により、エンジンEの回転速度が上昇される。
モード制御部46は、運転モードを電動走行モードからパラレルモードへ移行させる判定を行った場合、すなわちパラレル移行モードに変更された場合(図3の時刻t11)、第一クラッチCL1の伝達トルク容量を増加させてエンジンEの回転速度を回転電機MGの回転速度まで上昇させる制御を行う。なお、運転モードを電動走行モードからパラレルモードへ移行させる判定がなされた場合が、本発明における「内燃機関の始動要求があった場合」である。
モード制御部46は、エンジンEの回転速度と回転電機MGの回転速度との差である差回転速度ΔWが所定値ΔW1以下となった後に、第一クラッチCL1の伝達トルク容量を減少させながらエンジンEの回転速度と回転電機の回転速度とを同期させる制御を行う。
Tk=Kp×ΔW+∫(Ki×ΔW)dt+Tko ・・・(1)
ここで、式(1)の右辺の第一項は比例項、第二項は積分項、第三項はオフセット項である。ΔWは、回転電機MGの回転速度からエンジンEの回転速度を減算した差回転速度である。Kpは比例ゲインであり、Kiは積分ゲインであり、Tkoはオフセットであり、エンジンEの出力トルクTeoに一致するように設定される。Tkoは、予め定められた固定値に設定されてもよいし、エンジン制御部41によって推定されるエンジンEの出力トルクの大きさに設定されてもよい。エンジン制御部41は、例えば、エンジンEの回転速度及びスロットル開度に応じてエンジンEが出力する負トルクを予め設定しているマップと、検出したエンジンEの回転速度及びスロットル開度とに基づき負トルクを算出し、出力トルクとする。もしくは、式(1)の右辺の第三項をなくし、Tkoを積分項の初期値にするようにしてもよい。本例では、比例ゲインKpは、PI制御の開始時(図3の時刻t13)における式(1)の演算値が、PI制御開始前に設定されている所定の第一目標値Tk1と一致するように設定されている。また、比例ゲインKp及び積分ゲインKiは、差回転速度ΔWに応じて設定される可変ゲインの構成としてもよい。例えば、差回転速度ΔWの大きさに応じて、比例ゲインKp及び積分ゲインKiを設定するようにしてもよい。この場合、差回転速度ΔWの大きさが小さくになるに従って、比例ゲインKp及び積分ゲインKiの大きさが小さくなるように設定してもよい。また、式(1)のKp×ΔWの比例値、Ki×ΔWの積分値の替わりに、差回転速度ΔWに応じて比例値、積分値を設定したマップを備えるようにし、差回転速度ΔWとマップとに基づき比例値、積分値を算出するようにしてもよい。
Tm=Ti+Tke ・・・(2)
モード制御部46は、エンジンEの回転速度と回転電機MGの回転速度とが同期した後であってエンジンEの燃焼を開始する前に、第一クラッチCL1の伝達トルク容量を、エンジンEの燃焼開始後にエンジンEから出力されるトルクの大きさ以上に増加させる制御を行う。
次に、本実施形態に係る、パラレル移行モードにおける制御の処理について、図5~図7のフローチャートを参照して説明する。以下に説明する処理手順は、制御装置1の各機能部により実行される。
図5は、パラレル移行モードにおける第一クラッチCL1の係合状態を制御する制御の処理手順を示すフローチャートである。図6は、パラレル移行モードにおける回転電機MGの出力トルクを制御する制御の処理手順を示すフローチャートである。図7は、パラレル移行モードにおけるエンジンEの出力トルク及び燃焼状態を制御する制御の処理手順を示すフローチャートである。なお、以下の説明では、初期状態で、車両は電動走行モードで走行しているものとする。
本発明に係る制御装置1の第二の実施形態について図面に基づいて説明する。図8は、本実施形態に係る駆動装置2の概略構成を示す模式図である。本実施形態に係る駆動装置2は、第一の実施形態のトルクコンバータTCに替えて、回転電機MGと変速機構TMとの間を選択的に駆動連結する第二クラッチCL2が備えられている点で、上記第一の実施形態とは相違している。また、それに伴い、制御装置1が備える機能部の構成及び制御内容も、上記第一の実施形態と一部相違している。それ以外の構成に関しては、基本的には上記第一の実施形態と同様である。以下では、本実施形態に係る駆動装置2及び制御装置1について、上記第一の実施形態との相違点を中心に説明する。なお、特に明記しない点については、上記第一の実施形態と同様とする。
本実施形態では、回転電機MGに駆動連結された入力軸Iが、第二クラッチCL2により選択的に中間軸Mに駆動連結される。そして、中間軸Mは、変速機構TMの入力側に駆動連結されている。本実施形態では、第二クラッチCL2は、第一クラッチCL1と同様の摩擦係合要素であり、供給される油圧により係合及び解放されるように構成されている。このようなクラッチとしては、例えば湿式多板クラッチ、乾式クラッチ等が好適に用いられる。
動力伝達機構制御装置33は、第一の実施形態のロックアップクラッチ制御部45に替えて、第一クラッチ制御部44と同様の第二クラッチ制御部を備えている。
第二クラッチ制御部は、第二クラッチCL2を制御する機能部である。ここで、第二クラッチ制御部は、油圧制御装置を介して第二クラッチCL2に供給される油圧を制御することにより、第二クラッチCL2の係合又は解放を制御する。
本実施形態では、第二クラッチ制御部は、第一クラッチ制御部44と同様に、車両制御装置34に備えられたモード制御部46から指令される要求伝達トルク容量Tk2に基づいて、第二クラッチCL2の実際の伝達トルク容量が要求伝達トルク容量Tk2に一致するように、油圧制御装置を介して第二クラッチCL2に供給される油圧を制御する。
本実施形態では、モード制御部46により算出される入力軸要求トルクTiは、駆動力源が連結される入力軸Iから第二クラッチCL2に伝達されるトルクの目標値とされる。
モード制御部46は、第二クラッチCL2が完全係合状態にある場合は、出力軸要求トルクから、変速機構TMに形成されている変速段の変速比に基づき、入力軸要求トルクTiを算出する。モード制御部46は、第二クラッチCL2が入出力部材間に滑りがある係合状態にある場合は、出力軸要求トルクから、変速機構TMに形成されている変速段の変速比と、第二クラッチCL2の伝達トルク容量とに基づき、入力軸要求トルクTiを算出する。
本実施形態では、モード制御部46は、運転モードとしてパラレル移行モードを算出した場合は、第二クラッチCL2の要求伝達トルク容量Tk2を、完全係合状態になるように、入力軸要求トルクTiよりも大きい値に設定し、第二クラッチ制御部に指令する。
本発明に係る制御装置1の第三の実施形態について図面に基づいて説明する。図9は、本実施形態に係る駆動装置2の概略構成を示す模式図である。本実施形態に係る駆動装置2は、第一の実施形態のトルクコンバータTC又は第二の実施形態の第二クラッチCL2及び中間軸Mを備えておらず、入力軸Iは、直接、変速機構TMに駆動連結されている点で、上記第一及び第二の実施形態とは相違している。また、それに伴い、制御装置1が備える機能部の構成及び制御内容も、上記第一及び第二の実施形態と一部相違している。それ以外の構成に関しては、基本的には上記第一及び第二の実施形態と同様である。以下では、本実施形態に係る駆動装置2及び制御装置1について、上記第一及び第二の実施形態との相違点を中心に説明する。なお、特に明記しない点については、上記第一及び第二の実施形態と同様とする。
また、本実施形態では、モード制御部46により算出される入力軸要求トルクTiは、駆動力源が連結される入力軸Iから変速機構TMに伝達されるトルクの目標値とされる。
(1)上記の実施形態において、制御装置1は、複数の制御装置31~34を備え、これら複数の制御装置31~34が分担して複数の機能部41~46を備える場合を例として説明した。しかし、本発明の実施形態はこれに限定されない。すなわち、制御装置1は、上述した複数の制御装置31~34を任意の組み合わせで統合又は分離した制御装置として備えるようにしてもよく、複数の機能部41~46の分担も任意に設定することができる。
2:ハイブリッド車両用駆動装置(駆動装置)
E:エンジン(内燃機関)
MG:回転電機
CL1:第一クラッチ(クラッチ)
CL2:第二クラッチ
TM:変速機構
Eo:エンジン出力軸
I:入力軸
O:出力軸
DF:ディファレンシャル装置
TC:トルクコンバータ
TCa:ポンプインペラ
TCb:タービンランナ
TCc:ステータ
LC:ロックアップクラッチ
W:車輪
Se1:エンジン回転速度センサ
Se2:入力軸回転速度センサ
Se3:中間軸回転速度センサ
Se4:出力軸回転速度センサ
Se5:アクセル開度センサ
Ap:アクセルペダル
Ti:入力軸要求トルク
Tk:要求伝達トルク容量
Te:エンジン要求トルク
Tm:モータ要求トルク
31:エンジン制御装置
32:回転電機制御装置
33:動力伝達機構制御装置
34:車両制御装置
35:燃料供給装置
36:点火コイル
41:エンジン制御部
42:回転電機制御部
43:変速機構制御部
44:第一クラッチ制御部
45:ロックアップクラッチ制御部
46:モード制御部
Claims (4)
- 内燃機関と、車輪に駆動連結される回転電機と、前記内燃機関と前記回転電機との間を選択的に駆動連結するクラッチと、を備えたハイブリッド車両用駆動装置の制御を行う制御装置であって、
前記クラッチが解放され、前記内燃機関が燃焼を停止している状態において、前記内燃機関の始動要求があった場合に、前記クラッチの伝達トルク容量を増加させて前記回転電機の駆動トルクを前記内燃機関に伝達させて前記内燃機関の回転速度を前記回転電機の回転速度まで上昇させ、前記内燃機関の回転速度と前記回転電機の回転速度とが同期した後に、前記内燃機関の燃焼を開始させる制御を行う制御装置。 - 前記内燃機関の回転速度と前記回転電機の回転速度とが同期した後であって前記内燃機関の燃焼を開始する前に、前記クラッチの伝達トルク容量を、前記内燃機関の燃焼開始後に前記内燃機関から出力されるトルクの大きさ以上に増加させる制御を行う請求項1に記載の制御装置。
- 前記内燃機関の回転速度と前記回転電機の回転速度との差が所定値以下となった後に、前記クラッチの伝達トルク容量を減少させながら前記内燃機関の回転速度と前記回転電機の回転速度とを同期させる請求項1又は2に記載の制御装置。
- 前記内燃機関の回転速度と前記回転電機の回転速度とが同期する時の前記クラッチの伝達トルク容量を、前記内燃機関の燃焼開始前の被駆動トルクに一致させる制御を行う請求項1から3のいずれか一項に記載の制御装置。
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201180009649.4A CN102781748B (zh) | 2010-03-31 | 2011-02-09 | 控制装置 |
DE112011100171T DE112011100171T5 (de) | 2010-03-31 | 2011-02-09 | Steuervorrichtung |
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JP2010084255A JP5168600B2 (ja) | 2010-03-31 | 2010-03-31 | 制御装置 |
JP2010-084255 | 2010-03-31 |
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WO2011122121A1 true WO2011122121A1 (ja) | 2011-10-06 |
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US (1) | US8712613B2 (ja) |
JP (1) | JP5168600B2 (ja) |
CN (1) | CN102781748B (ja) |
DE (1) | DE112011100171T5 (ja) |
WO (1) | WO2011122121A1 (ja) |
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JP5761570B2 (ja) | 2011-11-22 | 2015-08-12 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
JP2013112190A (ja) * | 2011-11-29 | 2013-06-10 | Aisin Aw Co Ltd | 制御装置 |
JP5768695B2 (ja) * | 2011-12-06 | 2015-08-26 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
US20130297125A1 (en) * | 2012-05-07 | 2013-11-07 | Ford Global Technologies, Llc | Torque filling and torque coordination during transients in a hybrid vehicle |
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FR2991952A1 (fr) * | 2012-06-15 | 2013-12-20 | Peugeot Citroen Automobiles Sa | Dispositif de controle du verrouillage d'une roue libre d'un vehicule hybride, par synchronisation prealable du moteur thermique par le demarreur |
JP2014073705A (ja) * | 2012-10-02 | 2014-04-24 | Toyota Motor Corp | 車両用の制御装置 |
JP2014148290A (ja) * | 2013-02-04 | 2014-08-21 | Toyota Motor Corp | ハイブリッド車両の制御装置 |
JP5867440B2 (ja) * | 2013-04-01 | 2016-02-24 | トヨタ自動車株式会社 | 車両の制御装置 |
KR101490922B1 (ko) * | 2013-06-18 | 2015-02-06 | 현대자동차 주식회사 | 하이브리드 자동차의 배터리 방전 파워 제한시 주행모드 변환 방법 및 시스템 |
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JP2015110383A (ja) * | 2013-12-06 | 2015-06-18 | トヨタ自動車株式会社 | ハイブリッド車両 |
US9358981B2 (en) * | 2014-08-21 | 2016-06-07 | Ford Global Technologies, Llc | Methods and system for improving launching of a hybrid vehicle |
JP2016141188A (ja) * | 2015-01-30 | 2016-08-08 | トヨタ自動車株式会社 | トルク伝達装置 |
JP6156403B2 (ja) * | 2015-02-13 | 2017-07-05 | トヨタ自動車株式会社 | 車両の駆動装置 |
WO2016158928A1 (ja) * | 2015-03-31 | 2016-10-06 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
JP6884098B2 (ja) * | 2015-05-26 | 2021-06-09 | 日産自動車株式会社 | 電動車両の制御装置および電動車両の制御方法 |
DE102016006976B4 (de) | 2016-06-07 | 2018-05-30 | Audi Ag | Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung |
JP7181713B2 (ja) * | 2018-07-04 | 2022-12-01 | 株式会社Subaru | 車両の制御装置および制御方法 |
DE102018117310A1 (de) * | 2018-07-18 | 2020-01-23 | Schaeffler Technologies AG & Co. KG | Verfahren zur Verbesserung der Genauigkeit bei einer Tastpunktermittlung einer automatisierten Kupplung in einem Kraftfahrzeug mit einem Verbrennungsmotor |
DE102019109863B4 (de) * | 2019-03-21 | 2024-01-25 | Schaeffler Technologies AG & Co. KG | Hybridmodul für einen Hybrid-Antriebsstrang sowie Anlassverfahren für eine Verbrennungskraftmaschine mit einem Hybridmodul |
JP7381998B2 (ja) * | 2019-08-29 | 2023-11-16 | マツダ株式会社 | ハイブリッド車両の制御装置 |
JP7201563B2 (ja) * | 2019-09-27 | 2023-01-10 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置および制御方法 |
JP7201564B2 (ja) | 2019-09-27 | 2023-01-10 | トヨタ自動車株式会社 | ハイブリッド車両およびその制御方法 |
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2011
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- 2011-02-09 WO PCT/JP2011/052713 patent/WO2011122121A1/ja active Application Filing
- 2011-02-09 CN CN201180009649.4A patent/CN102781748B/zh not_active Expired - Fee Related
- 2011-03-10 US US13/045,079 patent/US8712613B2/en active Active
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Also Published As
Publication number | Publication date |
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JP5168600B2 (ja) | 2013-03-21 |
JP2011213265A (ja) | 2011-10-27 |
DE112011100171T5 (de) | 2012-10-04 |
US20110246008A1 (en) | 2011-10-06 |
CN102781748A (zh) | 2012-11-14 |
US8712613B2 (en) | 2014-04-29 |
CN102781748B (zh) | 2015-03-11 |
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