WO2012053576A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2012053576A1 WO2012053576A1 PCT/JP2011/074110 JP2011074110W WO2012053576A1 WO 2012053576 A1 WO2012053576 A1 WO 2012053576A1 JP 2011074110 W JP2011074110 W JP 2011074110W WO 2012053576 A1 WO2012053576 A1 WO 2012053576A1
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- Prior art keywords
- clutch
- torque
- slip
- state
- mode
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- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3061—Engine inlet air flow rate
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
- F16D2500/3068—Speed change of rate of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3165—Using the moment of inertia of a component as input for the control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70438—From the output shaft
- F16D2500/7044—Output shaft 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
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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
- Y02T10/64—Electric machine technologies in electromobility
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02T10/72—Electric energy management in electromobility
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/946—Characterized by control of driveline clutch
Definitions
- the present invention relates to a control device for a hybrid vehicle using an engine and / or a motor as a drive source.
- the technology described in Patent Document 1 is disclosed.
- the motor torque is determined based on the driver's request in the slip traveling mode in which the clutch between the motor and the driving wheel slips, and the clutch transmission torque is determined based on the input rotational speed of the clutch.
- the transmission torque capacity is set so that (that is, the motor rotation speed) is substantially constant.
- an object of the present invention is to provide a hybrid vehicle control device capable of achieving stable input torque control and torque capacity control of a clutch.
- a slip traveling mode in which the drive source is controlled at the rotational speed and the start clutch is slip-controlled and a travel is performed in which the drive source is torque-controlled and the start clutch is completely engaged.
- the inertia component of the drive torque transmission system changes between the slipping state and the engagement state of the starting clutch, the torque output to the driving wheel side may fluctuate even if the starting clutch transmission torque capacity is constant. Therefore, by setting the starting clutch transmission torque capacity so that the torque output to the driving wheel does not change even if the inertia changes before and after the engagement, a stable traveling state can be realized while avoiding the driving force step.
- FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment.
- FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. FIG.
- FIG. 6 is a control block diagram for performing a target second clutch transmission torque capacity calculation process at the time of mode transition of the first embodiment.
- the hybrid vehicle of Example 1 it is a time chart showing the start state from a vehicle stop state.
- FIG. 8 is a time chart showing the start state from the creep running state in the hybrid vehicle of the first embodiment.
- FIG. 1 is an overall system diagram showing a hybrid vehicle driven by rear wheels of the first embodiment.
- the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1 (engine clutch), a motor generator MG, a second clutch CL2 (starting clutch), and an automatic transmission. It has AT, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), and right rear wheel RR (drive wheel). FL is the front left wheel and FR is the front right wheel.
- the engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve is controlled based on a control command from the engine controller 1 described later.
- the engine output shaft is provided with a flywheel FW.
- the first clutch CL1 is an engine clutch that is interposed between the engine E and the motor generator MG, and is controlled by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Fastening / release including slip fastening is controlled by the generated control oil pressure.
- the motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying.
- the motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force.
- the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).
- the second clutch CL2 is a clutch that is interposed between the motor generator MG and the left and right rear wheels RL, RR as a starting clutch, and is based on a control command from an AT controller 7 to be described later.
- the control hydraulic pressure created by the control 8 controls the fastening / release including slip fastening.
- the automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT.
- a separate dedicated clutch may be added upstream or downstream of the automatic transmission AT.
- the output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts.
- the first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.
- the first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. In this travel mode, the motor generator MG travels with torque control.
- the second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. Even in this travel mode, the engine E and the motor generator MG travel with torque control.
- the third travel mode is an abbreviated engine use slip travel mode (hereinafter referred to as “WSC travel mode”) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. ).
- WSC travel mode engine use slip travel mode
- the motor generator MG is controlled at a predetermined speed while the engine E is driven at a predetermined speed, and the second clutch is operated.
- CL2 is controlled to achieve a desired slip ratio.
- the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.
- the slip amount of the second clutch CL2 is set in the WSC drive mode. There is a risk that the excessive state will continue. This is because the rotational speed of the engine E cannot be made smaller than the idle rotational speed. Therefore, in the first embodiment, the first clutch CL1 is released while the engine E is operated, the second clutch CL2 is slip-controlled while the motor generator MG1 is operated by the rotational speed control, and the motor generator MG is used as a power source.
- a motor slip traveling mode for traveling hereinafter abbreviated as “MWSC traveling mode”.
- the “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
- the drive wheels are moved using only the engine E as a power source.
- the drive wheels are moved by using the engine E and the motor generator MG as power sources.
- the “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.
- motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4.
- each of the four wheels RL, RR, FL, FR is provided with a brake disc 901 and a hydraulic brake actuator 902. Further, corresponding to the four wheels, the brake unit 900 supplies hydraulic pressure to each brake actuator 902. Thus, a braking force is generated.
- the hybrid vehicle control system includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6.
- the AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured.
- the engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. Has been.
- the engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, is output to the throttle valve actuator E1.
- the engine controller 1 is not limited to the throttle valve actuator E1, for example, a variable valve timing actuator that can change the valve timing on the intake side or the exhaust side, a valve lift amount variable actuator that can change the valve lift amount, A command may be output to an injector used for fuel injection, a plug ignition timing changing actuator, or the like.
- Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.
- the motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG.
- a command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3.
- the motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4.
- the battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. Is done.
- the first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.
- the AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.
- the brake controller 9 outputs a command for controlling the four-wheel brake actuator 902 to the four-wheel brake unit 900 to control the braking force of each of the four wheels.
- sensor information from the wheel speed sensor 19 and the brake stroke sensor 20 for detecting the respective wheel speeds of the four wheels is input, and, for example, at the time of brake depression braking, regeneration is performed for the required braking force obtained from the brake stroke BS.
- the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (braking force by the friction brake).
- the integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
- the integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out.
- the information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained through the CAN communication line 11 are input.
- the integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.
- the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.
- the target driving force calculation unit 100 calculates a target driving torque tFoO (corresponding to a driving torque target value) from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.
- the mode selection unit 200 selects a travel mode according to the mode map shown in FIG. 5 based on the vehicle speed and the accelerator pedal opening APO.
- FIG. 5 shows a normal mode map.
- the normal mode map has an EV travel mode, a WSC travel mode, and an HEV travel mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP.
- the “HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode.
- the road surface gradient is estimated, and when the estimated road surface gradient is an uphill or the like with a predetermined value or more, the MWSC traveling mode is selected instead of the WSC traveling mode.
- the HEV ⁇ WSC switching line has a rotational speed smaller than the idle rotational speed of the engine E when the automatic transmission AT is in the first speed in the region below the predetermined accelerator opening APO1. It is set in a region lower than the lower limit vehicle speed VSP1. Further, since a large driving torque is required in a region where the accelerator opening APO1 is equal to or larger than the predetermined accelerator opening APO1, the WSC travel mode is set up to a vehicle speed VSP1 ′ region that is higher than the lower limit vehicle speed VSP1. When the battery SOC is low and the EV travel mode cannot be achieved, the WSC travel mode is selected even when starting.
- the target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.
- SOC ⁇ 50% the EV driving mode area appears in the normal mode map of FIG. Once the EV driving mode area appears in the mode map, this area continues to appear until the SOC drops below 35%.
- SOC ⁇ 35% the EV drive mode area disappears in the normal mode map of FIG. When the EV drive mode area disappears from within the mode map, this area continues to disappear until the SOC reaches 50%.
- the operating point command unit 400 uses the accelerator pedal opening APO, the target driving torque tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque.
- the target motor generator torque, the target second clutch transmission torque capacity, the target gear position of the automatic transmission AT, and the first clutch solenoid current command are calculated.
- the operating point command unit 400 is provided with an engine start control unit that starts the engine E when the EV travel mode is changed to the HEV travel mode.
- the shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity and the target shift speed according to the shift schedule shown in the shift map.
- a target gear position is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.
- the WSC travel mode is characterized in that the engine E is maintained in an operating state, and has high responsiveness to a required drive torque change. Specifically, the first clutch CL1 is completely engaged, the second clutch CL2 is slip-controlled as a transmission torque capacity TCL2 corresponding to the required drive torque, and the vehicle travels using the drive torque of the engine E and / or motor generator MG. .
- the vehicle speed is determined according to the rotational speed of the engine E. End up.
- the engine E has a lower limit value based on the idling engine speed for maintaining the self-sustaining rotation, and the idling engine speed further increases when the engine is idling up due to warm-up operation of the engine.
- “completely engaged” refers to a state where no slip (rotational difference) occurs in the clutch.
- the transmission torque capacity of the clutch is sufficiently larger than the torque to be transmitted at that time. Realized by setting.
- the engine speed is set to the predetermined speed.
- the second clutch CL2 is slip-controlled by the rotational speed control, and the WSC traveling mode for traveling using the engine torque is selected.
- the transmission torque capacity of the second clutch CL2 is set so that the output shaft angular acceleration d ⁇ O / dt is the same even when the slip amount of the second clutch CL2 becomes zero from the predetermined amount. It is.
- ⁇ is considered not to have a significant effect as a whole, but it has a non-negligible effect when the automatic transmission AT starts at a low speed such as the first speed. .
- the basic target transmission torque capacity T CL2 base of the second clutch CL2 is obtained from the following relational expression.
- T CL2 base ⁇ ⁇ T in_HEV (Formula 5)
- correction is performed to reduce ⁇ ⁇ TR / L , which is an inertia component on the input side.
- the transmission torque capacity of the second clutch CL2 is slightly lower than the value calculated by the above relational expression, and is configured with a value that is not affected by the driving environment, etc., so the slip amount is zero. It can absorb the change of inertia when
- the correction torque corresponding to ⁇ ⁇ TR / L obtained from (Equation 4) and (Equation 5) is used as the target drive torque on the input side. Make corrections to reduce from. Thereby, the accuracy of the power generation torque in motor generator MG is improved.
- the running resistance varies slightly depending on the number of passengers, the gradient, etc., but is a value that can be determined within a certain range, and an appropriate value may be set as an initial value.
- FIG. 6 is a control block diagram for performing target second clutch transmission torque capacity calculation processing at the time of mode transition of the first embodiment.
- the target drive torque Tin_HEV is calculated based on the accelerator opening
- the target drive torques of the engine E and the motor generator MG are calculated based on this value.
- the basic target transmission torque capacity calculation unit 401 calculates the basic target transmission torque capacity T CL2 base based on the above (Equation 4).
- a first correction amount Thosei1 for correcting the transmission torque capacity of the second clutch CL2 is calculated based on the target drive torque Tin_HEV .
- This correction weight is the second consideration of variations of the variations and the hydraulic actuator of the clutch CL2, etc., an input torque T In_HEV is corrected so as to maintain a greater state than the second clutch transmission torque capacity T CL2 .
- T in_HEV is corrected so as to maintain a greater state than the second clutch transmission torque capacity T CL2 .
- a second correction amount Thosei2 for correcting the transmission torque capacity is calculated based on the input shaft speed, the ATF temperature that is the automatic transmission oil temperature, the line pressure, and the like. This is corrected in consideration of these values because the input shaft friction and viscosity of the second clutch CL2 differ depending on these parameters.
- the target second clutch transmission torque capacity calculation unit 404 adds the basic target transmission torque capacity T CL2 base, the first correction amount T hosei1 , and the second correction amount T hosei2 to obtain the final target second clutch transmission. Calculate and output torque capacity TCL2 .
- FIG. 7 is a time chart showing a start state from a vehicle stop state in the hybrid vehicle of the first embodiment.
- the initial condition is a vehicle stop state in the WSC travel mode.
- the target second clutch transmission torque capacity is set based on the target drive torque (value corresponding to creep torque).
- the accelerator pedal is not depressed and there is no intention of acceleration, no change in angular acceleration occurs on the input side. That is, since the target rotational speed of the engine E and the motor generator MG is equal to or lower than the idle rotational speed in the accelerator off state, the correction corresponding to ⁇ ⁇ TR / L from the target driving torque set as the creep torque equivalent value Reduce torque. Therefore, the accuracy of the power generation torque in motor generator MG is improved.
- the target second clutch transmission torque capacity is the slip state of the second clutch CL2.
- the transmission torque capacity of the second clutch CL2 is corrected so that the output rotational angular acceleration of the second clutch CL2 does not change.
- the slip amount of the second clutch CL2 gradually decreases while maintaining a relationship in which the target second clutch transmission torque capacity is smaller than the target drive torque.
- the target second clutch transmission torque capacity is set to be smaller than the target drive torque even when the slip amount of the second clutch CL2 becomes zero. Therefore, even if the inertia of the power train changes when the slip amount becomes zero, a fastening shock does not occur and a driving force step does not occur.
- the target second clutch transmission torque capacity is set to be larger than the target drive torque. At this time, no slip has already occurred in the second clutch CL2, and the inertia of the power train does not change before and after the time t4, so that an engagement shock or the like does not occur.
- FIG. 8 is a time chart showing the start state from the creep running state in the hybrid vehicle of the first embodiment.
- the initial condition is a creep running state in the WSC running mode.
- the creep torque equivalent value is set as the target drive torque
- the target second clutch transmission torque capacity is set based on this value, similar to when the vehicle is stopped. Since the brake pedal is not depressed, the vehicle is traveling at a constant speed at an extremely low vehicle speed. At this time, since the accelerator pedal is not depressed and there is no intention of acceleration, no change in angular acceleration occurs on the input side.
- the target second clutch transmission torque capacity is the slip state of the second clutch CL2.
- the transmission torque capacity of the second clutch CL2 is corrected so that the output rotational angular acceleration of the second clutch CL2 does not change.
- the slip amount of the second clutch CL2 gradually decreases while maintaining a relationship in which the target second clutch transmission torque capacity is smaller than the target drive torque.
- the target second clutch transmission torque capacity is set to be smaller than the target drive torque even when the slip amount of the second clutch CL2 becomes zero. Therefore, even if the inertia of the power train changes when the slip amount becomes zero, a fastening shock does not occur and a driving force step does not occur.
- the target second clutch transmission torque capacity is set to be larger than the target drive torque. At this time, no slip has already occurred in the second clutch CL2, and the inertia of the power train does not change before and after the time t4, so that an engagement shock or the like does not occur.
- Example 1 can obtain the following effects.
- the second clutch CL2 (starting clutch) provided between the motor generator MG (driving source) and the driving wheel and the motor generator MG are controlled in rotational speed, and the second clutch CL2 is slip-controlled to travel.
- WSC travel mode slip travel mode
- HEV travel mode engagement travel mode
- the second clutch transmission torque capacity during slip control Clutch control means for controlling the starting clutch transmission torque capacity
- the clutch control means is configured such that when the mode transition is made between the WSC drive mode and the HEV drive mode, the second clutch CL2 is in a slip state and an engaged state.
- the second clutch transmission torque capacity is set so as to have the same driving torque at.
- (Equation 4) in consideration of the difference in inertia between the slip state and the fully engaged state of the second clutch CL2, the output rotational speed angular acceleration of the second clutch CL2 does not change.
- the second clutch transmission torque capacity was set to
- a value obtained by subtracting the torque related to the inertia component on the drive source side from the target drive torque set based on the accelerator opening is set as the second clutch transmission torque capacity in the slip state. That is, the output shaft inertia J O is an extremely large value compared to the engine inertia J ENG and the motor generator inertia J MG , and ⁇ >> ⁇ . Therefore, ⁇ is considered not to have a significant effect as a whole, but it has a non-negligible effect when the automatic transmission AT starts at a low speed such as the first speed. .
- the transmission torque capacity of the second clutch CL2 becomes a slightly lower value than the value calculated by the above relational expression, Since it is configured with a value that is not affected by the driving environment, the inertia change when the slip amount becomes zero can be absorbed gently.
- the clutch control means applies the first correction torque so that the second clutch transmission torque capacity becomes smaller than the input torque of the drive source during the transition from the slip state to the engaged state (or from the engaged state to the slip state). Decrease (correct). That is, by the second consideration of variations of the variations and the hydraulic actuator of the clutch CL2, etc., an input torque T In_HEV is corrected so as to maintain a greater state than the second clutch transmission torque capacity T CL2, completely engaged state The shock at the time of shifting to can be reduced.
- the clutch control means uses the second correction torque (value) considering the friction or viscosity on the drive source side as the second clutch transmission torque capacity. ) To correct. Therefore, the state of the input side of the second clutch CL2 can be accurately reflected, and stable second clutch engagement control can be realized.
- the second clutch CL2 (starting clutch) provided between the motor generator MG (driving source) and the driving wheel and the motor generator MG are controlled in rotational speed, and the second clutch CL2 is slip-controlled to travel.
- WSC travel mode slip travel mode
- clutch control means for controlling the second clutch transmission torque capacity during slip control
- accelerator opening sensor 16 accelerator opening detection means for detecting accelerator opening
- the motor generator MG is controlled as the idling speed (a constant speed) and the accelerator opening is not detected
- the second clutch CL2 has the same driving torque in the slip state and the engaged state.
- the transmission torque capacity is calculated, and the torque related to the inertia component on the drive source side of the second clutch transmission torque capacity is calculated as the torque of the drive source. Subtracted from the click.
- the description is based on the first embodiment.
- the present invention is not limited to the above-described configuration, and other configurations can be taken without departing from the scope of the present invention.
- the first embodiment the case of shifting from the slip state to the fastening state has been described.
- the same control can be applied when shifting from the fastening state to the slip state.
- the FR type hybrid vehicle has been described.
- an FF type hybrid vehicle may be used.
- a starting clutch may be separately provided between the motor generator and the automatic transmission, or between the automatic transmission and the drive wheel. May be provided separately.
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Abstract
Description
本発明は、上記問題に着目してなされたもので、安定した入力トルク制御及びクラッチのトルク容量制御を達成可能なハイブリッド車両の制御装置を提供することを目的とする。
CL1 第1クラッチ
MG モータジェネレータ
CL2 第2クラッチ
AT 自動変速機
1 エンジンコントローラ
2 モータコントローラ
3 インバータ
4 バッテリ
5 第1クラッチコントローラ
6 第1クラッチ油圧ユニット
7 ATコントローラ
8 第2クラッチ油圧ユニット
9 ブレーキコントローラ
10 統合コントローラ
24 ブレーキ油圧センサ
100 目標駆動力演算部
200 モード選択部
300 目標充放電演算部
400 動作点指令部
900 ブレーキユニット
定速運転時や加速運転時には、エンジンEの動力を利用してモータジェネレータMGを発電機として動作させる。また、減速運転時は、制動エネルギを回生してモータジェネレータMGにより発電し、バッテリ4の充電のために使用する。また、更なるモードとして、車両停止時には、エンジンEの動力を利用してモータジェネレータMGを発電機として動作させる発電モードを有する。
ハイブリッド車両の制動系の構成を説明する。4つの車輪RL,RR,FL,FRのそれぞれに、ブレーキディスク901、油圧式のブレーキアクチュエータ902が設けられ、更に、4輪に対応して、ブレーキユニット900は、各ブレーキアクチュエータ902に油圧を供給することにより、制動力を発生させる。
次に、WSC走行モードの詳細について説明する。WSC走行モードとは、エンジンEが作動した状態を維持している点に特徴があり、要求駆動トルク変化に対する応答性が高い。具体的には、第1クラッチCL1を完全締結し、第2クラッチCL2を要求駆動トルクに応じた伝達トルク容量TCL2としてスリップ制御し、エンジンE及び/又はモータジェネレータMGの駆動トルクを用いて走行する。
次に、WSC走行モードからHEV走行モードへの遷移時における課題について説明する。WSC走行モードでは、第2クラッチCL2の締結容量を目標駆動トルクに応じた値に設定し、モータジェネレータMGを出力回転数に所定スリップ量を加算した目標モータジェネレータ回転数に設定して回転数制御している。そして、WSC走行モードからHEV走行モードに遷移すると、第2クラッチCL2は完全締結され、モータジェネレータMGはエンジンEと共にトルク制御に切り替えられて、目標駆動トルクを達成する。
(a)第2クラッチ締結状態
(JENG+JMG+JO)×dωO/dt=Tin_HEV-TR/L・・・(式1)
(b)第2クラッチスリップ状態
JO×dωO/dt=TCL2-TR/L・・・・(式2)
(JENG+JMG)×dωin/dt=Tin_WSC-TCL2・・・(式3)
ここで、JENGはエンジンイナーシャ、JMGはモータジェネレータイナーシャ、JOは出力軸イナーシャ、dωO/dtは第2クラッチ出力軸角加速度、dωin/dtは第2クラッチ入力軸角加速度、Tin_HEVはHEV走行モード時における入力トルク、TR/Lは走行抵抗、TCL2は第2クラッチ伝達トルク、Tin_WSCはWSC走行モード時における入力トルクを表す。
そこで、実施例1では、第2クラッチCL2のスリップ量が所定量からゼロになった場合でも出力軸角加速度dωO/dtが同じとなるように第2クラッチCL2の伝達トルク容量を設定するものである。
dωO/dt=1/JO×(TCL2-TR/L)
と表されるから、これを(式1)に代入すると、下記のように表される。
TCL2=(JO/(JENG+JMG+JO))×Tin_HEV+(JENG+JMG)/(JENG+JMG+JO)×TR/L・・・(式4)
ここで、(JO/(JENG+JMG+JO))=α、(JENG+JMG)/(JENG+JMG+JO)=βと置くと、
TCL2=α×Tin_HEV+β×TR/L・・・(式5)
と表される。これが、第2クラッチCL2の締結前後で駆動力変化が生じない伝達トルク容量である。
TCL2base=α×Tin_HEV・・・(式5)
言い換えると、入力側のイナーシャ成分であるβ×TR/Lを減ずる補正をする。これにより、第2クラッチCL2の伝達トルク容量は、上記関係式により算出される値よりも若干低めの値となり、また、走行環境等に影響を受けない値で構成されるため、スリップ量がゼロになるときのイナーシャの変化を緩やかに吸収することができる。
アクセルペダルがオフ状態で、かつ、第2クラッチCL2の入力側回転数がアイドル回転数程度に回転数制御されている状態は、言い換えると、入力軸角加速度はゼロとなるように制御される。これは、車両停止状態やクリープ走行状態が該当する。このとき、エンジンEにおいてトルク制御され、モータジェネレータMGによりアイドル回転数程度に回転数制御がなされることで、モータジェネレータMGにおいては発電が行われる。このような場合、入力側の回転成分イナーシャであるβはやはりほとんど考慮する必要が無い。よって、クリープトルクに基づく第2クラッチCL2の伝達トルク容量が決定された後、(式4)及び(式5)から求められるβ×TR/Lに相当する補正トルクを入力側における目標駆動トルクから減ずる補正をする。これにより、モータジェネレータMGにおける発電トルクの精度を向上する。尚、走行抵抗は乗員数や勾配等によって若干異なるが、ある程度の範囲で決定可能な値であり、初期値として適切な値を設定すればよい。
目標第2クラッチ伝達トルク容量演算部404では、基礎目標伝達トルク容量TCL2baseと、第1補正量Thosei1と、第2補正量Thosei2とを加算して、最終的な目標第2クラッチ伝達トルク容量TCL2を演算して出力する。
車両停止時は、目標駆動トルク(クリープトルク相当値)に基づいて目標第2クラッチ伝達トルク容量が設定される。このとき、アクセルペダルが踏まれておらず、加速意図も無いことから、入力側において角加速度変化は生じない。すなわち、アクセルオフ状態で、かつ、エンジンE及びモータジェネレータMGの目標回転数がアイドル回転数以下であるため、クリープトルク相当値として設定された目標駆動トルクからβ×TR/Lに相当する補正トルクを減ずる。よって、モータジェネレータMGにおける発電トルクの精度を向上する。
時刻t2において、車速の増大及びアクセル開度の増大に伴ってWSC走行モードからHEV走行モードへのモード遷移指令が出力されると、目標第2クラッチ伝達トルク容量は、第2クラッチCL2がスリップ状態から完全締結に移行する前後においてイナーシャが変化したとしても、第2クラッチCL2の出力回転角加速度が変化しないように第2クラッチCL2の伝達トルク容量が補正される。これにより、目標駆動トルクよりも目標第2クラッチ伝達トルク容量が小さい関係を維持しながら、第2クラッチCL2のスリップ量が徐々に減少する。
時刻t4において、既に第2クラッチCL2は完全締結状態であることから、目標第2クラッチ伝達トルク容量が目標駆動トルクよりも大きくなるように設定される。このとき、既に第2クラッチCL2にスリップは生じておらず、パワートレーンのイナーシャは時刻t4の前後において変化しないため、締結ショック等は発生しない。
クリープ走行時は、車両停止時と同様、目標駆動トルクとしてクリープトルク相当値が設定され、この値に基づいて目標第2クラッチ伝達トルク容量が設定される。尚、ブレーキペダルは踏まれていないことから、極低車速で一定速走行している。このとき、アクセルペダルが踏まれておらず、加速意図も無いことから、入力側において角加速度変化は生じない。すなわち、アクセルオフ状態で、かつ、エンジンE及びモータジェネレータMGの目標回転数がアイドル回転数以下であるため、クリープトルク相当値として設定された目標駆動トルクからβ×TR/Lに相当する補正トルクを減ずる。よって、モータジェネレータMGにおける発電トルクの精度を向上する。
時刻t2において、車速の増大及びアクセル開度の増大に伴ってWSC走行モードからHEV走行モードへのモード遷移指令が出力されると、目標第2クラッチ伝達トルク容量は、第2クラッチCL2がスリップ状態から完全締結に移行する前後においてイナーシャが変化したとしても、第2クラッチCL2の出力回転角加速度が変化しないように第2クラッチCL2の伝達トルク容量が補正される。これにより、目標駆動トルクよりも目標第2クラッチ伝達トルク容量が小さい関係を維持しながら、第2クラッチCL2のスリップ量が徐々に減少する。
時刻t4において、既に第2クラッチCL2は完全締結状態であることから、目標第2クラッチ伝達トルク容量が目標駆動トルクよりも大きくなるように設定される。このとき、既に第2クラッチCL2にスリップは生じておらず、パワートレーンのイナーシャは時刻t4の前後において変化しないため、締結ショック等は発生しない。
(1)モータジェネレータMG(駆動源)と駆動輪との間に設けられた第2クラッチCL2(発進クラッチ)と、モータジェネレータMGを回転数制御し、第2クラッチCL2をスリップ制御して走行するWSC走行モード(スリップ走行モード)と、モータジェネレータMGをトルク制御し、第2クラッチCL2を完全締結して走行するHEV走行モード(締結走行モード)と、スリップ制御時の第2クラッチ伝達トルク容量(発進クラッチ伝達トルク容量)を制御するクラッチ制御手段と、を備え、クラッチ制御手段は、WSC走行モードとHEV走行モードとの間でモード遷移するときは、第2クラッチCL2がスリップ状態と締結状態とにおいて同じ駆動トルクとなるように第2クラッチ伝達トルク容量を設定する。言い換えると、(式4)で表されるように、第2クラッチCL2がスリップ状態と完全締結状態とでイナーシャが異なることを考慮して、第2クラッチCL2の出力回転数角加速度が変化しないように第2クラッチ伝達トルク容量を設定した。
すなわち、出力軸イナーシャJOは、エンジンイナーシャJENGやモータジェネレータイナーシャJMGに比べて極めて大きな値であることから、α>>βとなる。よって、βは、全体としてはさほど大きな影響を与えないように考えられるが、自動変速機ATが1速等の低変速段を選択している発進時等にあっては、無視できない影響がある。そこで、入力側のイナーシャ成分であるβ×TR/Lを減ずる補正をすることで、第2クラッチCL2の伝達トルク容量は、上記関係式により算出される値よりも若干低めの値となり、また、走行環境等に影響を受けない値で構成されるため、スリップ量がゼロになるときのイナーシャの変化を緩やかに吸収することができる。
すなわち、第2クラッチCL2のばらつきや油圧アクチュエータのばらつき等を考慮し、入力トルクであるTin_HEVが第2クラッチ伝達トルク容量TCL2よりも大きい状態を維持するように補正することで、完全締結状態に移行するときのショックを低減することができる。
よって、第2クラッチCL2の入力側の状態を精度よく反映させることができ、安定した第2クラッチ締結制御を実現できる。
また、WSC走行モードからHEV走行モードへの遷移時に適用したが、他の走行モード間の遷移であっても、クラッチがスリップ状態と締結状態とで変化する場合には、同様に適用できる。
また、実施例1では、FR型のハイブリッド車両について説明したが、FF型のハイブリッド車両であっても構わない。
また、第2クラッチCL2を自動変速機内のクラッチを流用する構成を示したが、モータジェネレータと自動変速機との間に発進クラッチを別途設けてもよいし、自動変速機と駆動輪との間に別途設けてもよい。
Claims (4)
- 駆動源と駆動輪との間に設けられた発進クラッチと、
前記駆動源を回転数制御し、前記発進クラッチをスリップ制御して走行するスリップ走行モードと、
前記駆動源をトルク制御し、前記発進クラッチを完全締結して走行する締結走行モードと、
前記スリップ制御時の発進クラッチ伝達トルク容量を制御するクラッチ制御手段と、
を備え、
前記クラッチ制御手段は、前記スリップ走行モードと前記締結走行モードとの間でモード遷移するときは、アクセル開度に基づいて設定される目標駆動トルクから、前記駆動源側のイナーシャ成分に関わるトルクを減じた値をスリップ状態での発進クラッチ伝達トルク容量として設定することを特徴とするハイブリッド車両の制御装置。 - 請求項1に記載のハイブリッド車両の制御装置において、
前記クラッチ制御手段は、スリップ状態から締結状態もしくは締結状態からスリップ状態に移行する間、発進クラッチ伝達トルク容量が前記駆動源の入力トルクよりも小さくなるように補正することを特徴とするハイブリッド車両の制御装置。 - 請求項1または2に記載のハイブリッド車両の制御装置において、
前記クラッチ制御手段は、スリップ状態から締結状態もしくは締結状態からスリップ状態に移行する間、発進クラッチ伝達トルク容量を、前記駆動源側のフリクションもしくは粘性を考慮した値で補正することを特徴とするハイブリッド車両の制御装置。 - 駆動源と駆動輪との間に設けられた発進クラッチと、
前記駆動源を回転数制御し、前記発進クラッチをスリップ制御して走行するスリップ走行モードと、
前記スリップ制御時の発進クラッチ伝達トルク容量を制御するクラッチ制御手段と、
アクセル開度を検出するアクセル開度検出手段と、
を備え、
前記駆動源が一定回転数として制御され、かつ、前記アクセル開度が検出されないときは、前記発進クラッチがスリップ状態と締結状態とにおいて同じ駆動トルクとなるように発進クラッチ伝達トルク容量を算出し、この発進クラッチ伝達トルク容量のうち、前記駆動源側のイナーシャ成分に関わるトルクを前記駆動源のトルクから減ずることを特徴とするハイブリッド車両の制御装置。
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JP5454698B2 (ja) | 2014-03-26 |
CN103260987B (zh) | 2016-01-20 |
CN103260987A (zh) | 2013-08-21 |
JPWO2012053576A1 (ja) | 2014-02-24 |
US8825253B2 (en) | 2014-09-02 |
EP2639130B1 (en) | 2019-08-07 |
US20140195082A1 (en) | 2014-07-10 |
EP2639130A1 (en) | 2013-09-18 |
KR20130081298A (ko) | 2013-07-16 |
KR101434123B1 (ko) | 2014-08-25 |
EP2639130A4 (en) | 2018-05-02 |
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