WO2012056855A1 - 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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- WO2012056855A1 WO2012056855A1 PCT/JP2011/072852 JP2011072852W WO2012056855A1 WO 2012056855 A1 WO2012056855 A1 WO 2012056855A1 JP 2011072852 W JP2011072852 W JP 2011072852W WO 2012056855 A1 WO2012056855 A1 WO 2012056855A1
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- WIPO (PCT)
- Prior art keywords
- clutch
- engine
- slip
- torque
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60K6/46—Series type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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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
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
- F16D2500/30407—Clutch slip change 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
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50287—Torque control
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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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control apparatus for a hybrid vehicle that starts engine start control in accordance with an engine start request in a 1-motor, 2-clutch power train system.
- ⁇ slip control (micro slip control) refers to control for slightly sliding the second clutch CL2 in order to reduce the friction torque during EV travel.
- the conventional hybrid vehicle control device is configured to immediately start cranking the engine when an engine start request is made. For this reason, after the cranking starts, when the polarity of the slip of the second clutch CL2 switches from negative to positive, the slip of the second clutch CL2 temporarily disappears due to zero crossing. As a result, there has been a problem that the fluctuation of the input torque accompanying the engagement of the first clutch CL1 is not cut off and an engine start shock may occur.
- the present invention has been made paying attention to the above-mentioned problem, and is a hybrid vehicle control capable of reducing engine start shock when the engine start is requested by increasing the accelerator and the slip polarity of the second clutch is negative.
- An object is to provide an apparatus.
- the hybrid vehicle control device of the present invention is a means including an engine, a motor, a first clutch, a second clutch, and a cranking start permission control means.
- the first clutch is interposed between the engine and the motor, and is fastened when the engine is started using the motor as a starter motor.
- the second clutch is interposed between the motor and drive wheels, and is slip-engaged when the engine is started.
- the cranking start permission control means is a case where the engine start request is a driving force request due to an increase in accelerator opening, and when the slip polarity of the second clutch is negative, until the slip polarity becomes positive Make the engine cranking start.
- the cranking start permission control means determines that the engine starts until the slip polarity becomes positive. Control for waiting for the start of cranking is performed. That is, when engine start control is performed in accordance with the engine start request, when the slip polarity of the second clutch switches from negative to positive, the zero clutch temporarily stops due to zero crossing, and the clutch is engaged. The effect of interrupting the fluctuating input torque is reduced.
- the start of engine cranking is made to wait in consideration of a reduction in the effect of blocking the input torque. Therefore, engine start shock is reduced by starting cranking after the slip polarity of the second clutch becomes positive. As a result, the engine start shock can be reduced when the engine start is requested by increasing the accelerator and the slip polarity of the second clutch is negative.
- FIG. 3 is a calculation block diagram illustrating an integrated controller according to the first embodiment. It is a map figure which shows the steady target torque map (a) and MG assist torque map (b) which are used with the control apparatus of Example 1. It is a map figure which shows the engine start stop line map used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the request
- Example 1 when the coast driving force is realized while slipping CL2 negatively during EV traveling, the accelerator opening, vehicle speed, front-rear G, torque (motor torque, 6 is a time chart showing characteristics of engine torque, target drive torque), rotation speed (output shaft rotation speed, motor rotation speed), CL1 stroke, and motor control mode.
- the power train system of the hybrid vehicle of the first embodiment includes an engine 1, a motor generator 2 (motor), an automatic transmission 3, a first clutch 4, a second clutch 5, and a differential.
- a gear 6 and tires 7 and 7 are provided.
- the hybrid vehicle according to the first embodiment has a power train system configuration including an engine, one motor, and two clutches.
- a running mode “HEV mode” by engaging the first clutch 4 and “by releasing the first clutch 4”.
- EV mode "and” WSC mode “that travels with the second clutch 5 in the slip engagement state.
- the motor generator 2 has an output shaft connected to an input shaft of an automatic transmission 3 (abbreviated as AT).
- AT automatic transmission 3
- the second clutch 4 (abbreviated as CL2) uses one of the engaging elements of a clutch / brake having a variable torque capacity that is responsible for power transmission in the transmission, which varies depending on the shift state of the automatic transmission 3. .
- CL2 uses one of the engaging elements of a clutch / brake having a variable torque capacity that is responsible for power transmission in the transmission, which varies depending on the shift state of the automatic transmission 3. .
- the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.
- first clutch 4 and the second clutch 5 for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid may be used.
- This power train system has two operation modes according to the connection state of the first clutch 4, and in the disengagement state of the first clutch 4, it is an "EV mode” that travels only with the power of the motor generator 2.
- EV mode the “EV mode” that travels only with the power of the motor generator 2.
- the 1-clutch 4 When the 1-clutch 4 is connected, it is the “HEV mode” in which the engine 1 and the motor generator 2 drive.
- the power train system includes an engine rotation sensor 10 that detects the rotation speed of the engine 1, an MG rotation sensor 11 that detects the rotation speed of the motor generator 2, and an AT that detects the input shaft rotation speed of the automatic transmission 3.
- An input rotation sensor 12 and an AT output rotation sensor 13 for detecting the output shaft rotation speed of the automatic transmission 3 are provided.
- FIG. 2 shows a hybrid vehicle control system to which the control device of the first embodiment is applied.
- the control system configuration will be described with reference to FIG.
- the control system of the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 8, a battery 9, a solenoid valve 14, a solenoid valve 15, and an accelerator opening.
- a degree sensor 17, a CL1 stroke sensor 23, and an SOC sensor 16 are provided.
- the integrated controller 20 performs integrated control of operating points of power train components.
- the integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery state of charge SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed). .
- the target MG torque or the target MG rotation speed is commanded to the motor controller 22, the target engine torque is commanded to the engine controller 21, and the drive signals are commanded to the solenoid valves 14 and 15.
- the engine controller 21 controls the engine 1.
- the motor controller 22 controls the motor generator 2.
- the inverter 8 drives the motor generator 2.
- the battery 9 stores electrical energy.
- the solenoid valve 14 controls the hydraulic pressure of the first clutch 4.
- the solenoid valve 15 controls the hydraulic pressure of the second clutch 5.
- the accelerator opening sensor 17 detects an accelerator opening (APO).
- the CL1 stroke sensor 23 detects the stroke of the clutch piston of the first clutch 4 (CL1).
- the SOC sensor 16 detects the state of charge of the battery 9.
- FIG. 3 is a calculation block diagram illustrating the integrated controller 20 according to the first embodiment. Hereinafter, the configuration of the integrated controller 20 will be described with reference to FIG.
- the integrated controller 20 includes a target drive torque calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. ing.
- the target drive torque calculation unit 100 uses the target steady drive torque map shown in FIG. 4 (a) and the MG assist torque map shown in FIG. 4 (b) to calculate the target steady drive from the accelerator opening APO and the vehicle speed VSP. Calculate torque and MG assist torque.
- the mode selection unit 200 calculates an operation mode (HEV mode, EV mode) using the engine start / stop line map set at the accelerator opening for each vehicle speed shown in FIG.
- the engine start line and the engine stop line are the accelerator opening APO as the battery SOC decreases. Is set as a characteristic that decreases in the direction of decreasing.
- the torque of the second clutch 5 is set so that the second clutch 5 is slipped when the accelerator opening APO exceeds the engine start line shown in FIG. Control the capacity.
- the first clutch 4 is started to be engaged and the engine speed is increased.
- the engine speed reaches a speed at which the initial explosion is possible, the engine 1 is burned and the first clutch 4 is completely engaged when the motor speed and the engine speed become close. Thereafter, the second clutch 5 is locked up and transitioned to the “HEV mode”.
- the target power generation output calculation unit 300 calculates the target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the best fuel consumption line shown in FIG. 7 is calculated, and an output smaller than the target power generation output is added to the engine output as a required output.
- the operating point command unit 400 inputs the accelerator opening APO, the target steady torque, the MG assist torque, the target mode, the vehicle speed VSP, and the required power generation output. Then, using these input information as the operating point reaching target, a transient target engine torque, target MG torque, target CL2 torque capacity, target speed ratio, and CL1 solenoid current command are calculated.
- the shift control unit 500 drives and controls a solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio.
- FIG. 8 shows an example of a shift line map used in the shift control. From the vehicle speed VSP and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.
- FIG. 9 shows the configuration and flow of integrated control arithmetic processing executed by the integrated controller 20 of the first embodiment. Hereinafter, each step of FIG. 9 will be described.
- step S01 data is received from each controller, and in the next step S02, sensor values are read, and information necessary for subsequent calculations is read.
- step S03 following the sensor value reading in step S02, the target drive torque is calculated according to the vehicle speed VSP, the accelerator opening APO, and the brake braking force, and the process proceeds to step S04.
- step S04 following the calculation of the target driving torque in step S03, the target driving mode is selected according to the vehicle state such as the target driving torque, battery SOC, accelerator opening APO, vehicle speed VSP, road gradient, etc. Proceed to S06.
- FIG. 10 shows an excerpt of a target travel mode in which “EV mode”, “HEV mode”, and “WSC mode” transition to each other.
- the mode transition from “EV mode” to “HEV mode” or “WSC mode” is selected in the calculation of step S04, the engine is started.
- step S05 following the target travel mode calculation in step S04, permission to start engine cranking by motor rotation speed control is determined, and the process proceeds to step S06 (see FIG. 13).
- the engine start request is a driving force request including the accelerator opening
- the slip polarity of the second clutch 5 (CL2) is negative
- engine cranking is performed until the slip polarity becomes positive. I try to make you wait. Details will be described later with reference to FIG.
- step S06 following the cranking start permission determination calculation in step S05, the motor control mode and the engine start timing are set according to the state of the first clutch 4 (CL1) and the second clutch 5 (CL2) at the time of engine start.
- the transient running mode of selecting is calculated, and the process proceeds to step S07 (see FIG. 11).
- the calculation of the transient running mode is performed by switching each device state in accordance with the slip state of the first clutch 4 (CL1) and the second clutch 5 (CL2) and the engine complete explosion state. Manage.
- the motor rotation speed control is determined with reference to the cranking start permission flag determined in step S05. Furthermore, when the polarity of the input torque becomes positive, the engagement of the first clutch 4 (CL1) is started.
- step S07 following the transient travel mode calculation in step S06, the target input rotational speed is calculated in accordance with the travel state and motor control state determined in step S05, and the process proceeds to step S08.
- control is performed so as to maintain the slip of the second clutch 5 (CL2).
- control is performed so that the slip of the second clutch 5 (CL2) is converged.
- step S08 following the target input rotational speed calculation in step S07, the target drive torque and the target input torque considering the protection of various devices are calculated, and the process proceeds to step S09 (see FIG. 12).
- CL2 slip assist torque is added to the target drive torque so that the second clutch 5 (CL2) can be easily slipped.
- slip calculation is promoted by actively creating a state of actual input torque> second clutch torque capacity by performing this calculation while decreasing the CL2 torque capacity.
- step S09 following the target input torque calculation in step S08, the target input torque and power generation request calculated in step S08 are taken into consideration, torque distribution to the engine 1 and the motor generator 2 is determined, and the respective target values are calculated. The process proceeds to step S10.
- step S10 following the target engine torque / motor torque calculation in step S09, the target clutch torque capacity of the first clutch 4 (CL1) is calculated according to the command determined in the transient travel mode calculation in step S06. Proceed to S11.
- step S11 following the calculation of the target clutch 1 torque capacity in step S10, the target clutch torque capacity of the second clutch 5 (CL2) is calculated according to the running state determined in step S06 and the CL2 slip rotation speed. Proceed to S12.
- step S12 following the target clutch 2 torque capacity calculation in step S11, data is transmitted to each controller and the process proceeds to the end.
- FIG. 13 shows the configuration and flow of the cranking start permission determination calculation process executed in step S05 of FIG. (Cranking start permission control means).
- cranking start permission control means The configuration and flow of the cranking start permission determination calculation process executed in step S05 of FIG. (Cranking start permission control means).
- This process is started during EV travel.
- step S101 it is determined whether or not the target travel mode is “HEV mode” or “WSC mode”. If Yes (HEV, WSC mode has an engine start request), the process proceeds to step S103. If No (EV mode has no engine start request), the process proceeds to step S102. That is, when the target travel mode is switched to “HEV mode” or “WSC mode” during EV travel, an engine start request is issued due to an increase in accelerator.
- step S102 it is determined that there is no engine start request in the EV mode in step S101, or it is determined that there is a negative slip during EV traveling in step S103, or the input torque ⁇ 0 in step S104 Following the determination that there is, or the determination that CL2 slip> threshold value has not elapsed for a predetermined time in step S105, the cranking start permission flag is set to OFF, and the process proceeds to the end.
- step S103 following the determination in step S101 that there is an engine start request in the HEV and WSC modes, it is determined whether or not a positive slip has occurred during EV travel. If Yes (positive slip during EV traveling), the process proceeds to step S104. If No (negative slip during EV traveling), the process proceeds to step S102.
- step S104 following the determination that a positive slip has occurred during EV travel in step S103, it is determined whether or not the input torque is input torque> 0. If Yes (input torque> 0), the process proceeds to step S105. If No (input torque ⁇ 0), the process proceeds to step S102.
- step S105 following the determination that the input torque> 0 in step S104, it is determined whether or not a predetermined time has passed CL2 slip> threshold (positive). If Yes (CL2 slip> threshold value has elapsed a predetermined time), the process proceeds to step S106. If No (CL2 slip> threshold value has not passed the predetermined time), the process proceeds to step S102.
- the second clutch CL2 When EV travel is performed while maintaining ⁇ -slip control in a coasted state from the time t1 to time t2 in FIG. 14 when the ⁇ slip control is maintained, the second clutch CL2 is positively slipped (motor) during the period from time t1 to time t2. Rotational speed> output shaft rotational speed) to negative slip (motor rotational speed ⁇ output shaft rotational speed). That is, the coast driving force is realized while negatively slipping the second clutch CL2.
- step S101 the slip polarity of the second clutch 5 (CL2) becomes positive
- step S101 when the conditions that the slip polarity of the second clutch 5 (CL2) is positive, the input torque> 0, and the CL2 slip> threshold value have passed the predetermined time are satisfied in the flowchart of FIG.
- the cranking start permission control of the first embodiment is characterized by the following points.
- FIG. 15 is a graph showing various characteristics when the engine start request is issued due to an increase in accelerator when the cranking start permission control operation in the first embodiment realizes the coast driving force while slipping CL2 negatively during EV traveling. This will be described based on the time chart.
- the second clutch CL2 is positively slipped (motor) between time t1 and time t2. Rotational speed> output shaft rotational speed) to negative slip (motor rotational speed ⁇ output shaft rotational speed). That is, the coast driving force is realized while negatively slipping the second clutch CL2.
- the second clutch CL2 remains in negative slip as shown by an arrow E in FIG.
- the engine 1 is allowed to start cranking.
- the slip polarity of the second clutch CL2 switches from negative to positive and the polarity of the drive torque is positive in the region indicated by the arrow F in FIG. 15, the motor control mode characteristics shown in FIG. Start rotation speed control.
- the engagement of the first clutch 4 (CL1) is started as indicated by the CL1 stroke characteristics in the region indicated by the arrow H in FIG. To do.
- the slip polarity of the second clutch 5 (CL2) when the engine start request is a driving force request due to an increase in the accelerator opening, and the slip polarity of the second clutch 5 (CL2) is negative, the slip polarity is positive.
- the structure which waits for the start of cranking of the engine 1 until it becomes is adopted. That is, if the cranking is started immediately when the slip polarity of the second clutch 5 (CL2) is negative, the slip of the second clutch 5 (CL2) is temporarily eliminated due to zero crossing, and the effect of shutting off the input torque is reduced. To make the cranking start. Therefore, while the slip polarity of the second clutch 5 (CL2) is negative, the engine start shock is reduced by making the start of cranking wait.
- a configuration is adopted in which the motor speed control by the motor generator 2 is started when the slip polarity of the second clutch 5 (CL2) becomes positive and the polarity of the driving torque becomes positive. That is, when the slip polarity of the second clutch 5 (CL2) changes from negative to positive and the polarity of the drive torque becomes positive, the zero cross factor that reduces the effect of blocking the input torque is eliminated. Therefore, the engine start shock is reliably reduced by eliminating the zero-cross factor that reduces the effect of blocking the input torque.
- the first embodiment employs a configuration in which the engagement of the first clutch 4 (CL1) is started when the polarity of the input torque becomes positive. That is, the first clutch 4 ((2) takes into account not only the magnitude relationship between the motor torque and the absolute value of the torque capacity of the second clutch 5 (CL2) but also the polarity of the slip rotation speed after the slip of the second clutch 5 (CL2). CL1) will be concluded. Therefore, the engine start shock is reliably reduced by eliminating the slip rotation speed polarity factor of the second clutch 5 (CL2) that reduces the effect of blocking the input torque.
- a configuration is adopted in which a torque obtained by adding the slip assist torque of the second clutch 5 (CL2) to the target drive torque is set as the target input torque. ing.
- the second clutch 5 (CL2) can be reliably slipped even in a low torque region where the hydraulic control accuracy is low. Therefore, the engine start shock is reliably reduced even when the engine is started in the low torque region by the slip promotion of the second clutch 5 (CL2) that reduces the effect of shutting off the input torque.
- Engine 1 and A motor (motor generator 2);
- a first clutch 4 interposed between the engine 1 and the motor (motor generator 2) and fastened at engine start using the motor (motor generator 2) as a starter motor;
- a second clutch 5 interposed between the motor (motor generator 2) and drive wheels (tires 7, 7) and slip-engaged when the engine is started;
- the engine start request is a driving force request due to an increase in accelerator opening and the slip polarity of the second clutch 5 is negative
- the cranking of the engine 1 is started until the slip polarity becomes positive.
- a cranking start permission control means (FIG. 13) to be kept waiting; Is provided. For this reason, when the engine start is requested due to an increase in accelerator and the slip polarity of the second clutch 5 is negative, the engine start shock can be reduced.
- cranking start permission control means (FIG. 13) starts the rotational speed control of the motor (motor generator 2) when the slip polarity of the second clutch 5 and the polarity of the driving torque are both positive. (Step S103). For this reason, in addition to the effect of (1), the engine start shock can be surely reduced by eliminating the zero-crossing factor that reduces the blocking effect of the input torque.
- cranking start permission control means (FIG. 13) starts the engagement of the first clutch 4 when the polarity of the input torque becomes positive (step S104). For this reason, in addition to the effect of (1) or (2), the engine start shock can be surely reduced by eliminating the slip rotation speed polarity factor of the second clutch 5 that reduces the effect of blocking the input torque.
- step S08 There is provided target input torque control means (step S08) for controlling the target input torque to the second clutch 5;
- the cranking start permission control means (FIG. 13) sets, as the target input torque, a torque obtained by adding the slip assist torque of the second clutch 5 to the target drive torque (FIG. 12). ).
- the slip acceleration of the second clutch 5 (CL2), which reduces the effect of shutting off the input torque, ensures the engine start shock even when starting the engine in the low torque range. Can be reduced.
- Example 1 As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.
- the cranking start permission control means As the cranking start permission control means, the slip polarity of the second clutch 5 (CL2) is positive, the input torque> 0, and the CL2 slip> threshold value is a predetermined time elapsed.
- the cranking start permission control means when the slip polarity of the second clutch is negative at the time of engine start request, it may be an example of waiting for cranking for a predetermined time set by a timer from the engine start request, An example of waiting for cranking for a set time determined based on the condition that the slip polarity is negative ⁇ positive is also possible. Further, when the slip polarity of the second clutch is negative at the time of engine start request, the waiting time until the condition is satisfied is set by changing the condition for each operation when the engine start control is performed. As an example.
- Example 1 shows an example in which the present invention is applied to a rear-wheel drive hybrid vehicle having a 1-motor 2-clutch type power train system in which a first clutch is interposed between an engine and a motor generator.
- the present invention can be applied to a front-wheel drive hybrid vehicle having a 1-motor 2-clutch type power train system.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
前記第1クラッチは、前記エンジンと前記モータの間に介装され、前記モータをスタータモータとするエンジン始動時に締結される。
前記第2クラッチは、前記モータと駆動輪の間に介装され、前記エンジン始動時にスリップ締結される。
前記クランキング開始許可制御手段は、前記エンジン始動要求がアクセル開度の増加による駆動力要求の場合であって、前記第2クラッチのスリップ極性が負である場合、スリップ極性が正になるまで前記エンジンのクランキングの開始を待たせる。
すなわち、エンジン始動要求にしたがってエンジン始動制御を実施した場合、第2クラッチのスリップ極性が負から正に切り替わるとき、ゼロクロスにより一時的に第2クラッチのスリップが無くなりクラッチ締結状態となり、エンジン始動に伴い変動する入力トルクの遮断効果が低減する。これに対し、アクセル増によるエンジン始動要求時であって、第2クラッチのスリップ極性が負のとき、入力トルクの遮断効果が低減することを考慮し、エンジンのクランキングの開始を待たせる。よって、第2クラッチのスリップ極性が正になるのを待ってクランキングを開始することで、エンジン始動ショックが低減される。
この結果、アクセル増によるエンジン始動要求時であって、第2クラッチのスリップ極性が負のとき、エンジン始動ショックを低減することができる。
図1は、実施例1の制御装置が適用されたハイブリッド車両のパワートレーン系を示す。以下、図1に基づきパワートレーン系構成を説明する。
ここで、エンジン始動処理は、「EVモード」の選択状態で図5に示すエンジン始動線をアクセル開度APOが越えた時点で、第2クラッチ5をスリップさせるように、第2クラッチ5のトルク容量を制御する。そして、第2クラッチ5がスリップ開始したと判断した後に第1クラッチ4の締結を開始してエンジン回転を上昇させる。エンジン回転が初爆可能な回転数に達成したらエンジン1を燃焼作動させ、モータ回転数とエンジン回転数が近くなったところで第1クラッチ4を完全に締結する。その後、第2クラッチ5をロックアップさせて「HEVモード」に遷移させることをいう。
参考として、図10に「EVモード」と「HEVモード」と「WSCモード」を互いに遷移する目標走行モードの抜粋を示す。このステップS04の演算で、「EVモード」から「HEVモード」または「WSCモード」へのモード遷移を選択した場合にエンジン始動を実施する。
ここでは、エンジン始動要求がアクセル開度をはじめとする駆動力要求の場合、かつ、第2クラッチ5(CL2)のスリップ極性が負の場合には、スリップ極性が正になるまでエンジンクランキングを待たせるようにしている。詳しくは、図13に基づいて後述する。
過渡走行モードの演算は、図11に示すように、第1クラッチ4(CL1),第2クラッチ5(CL2)のスリップ状態や、エンジン完爆状態に応じて、各デバイス状態を切替え、走行状態を管理する。
本演算において、ステップS05で判定したクランキング開始許可フラグを参照して、モータ回転数制御を決定する。さらに、入力トルクの極性が正となった時に、第1クラッチ4(CL1)の締結を開始する。その理由は、スリップする/スリップしないだけならば、|入力トルク|>クラッチトルク容量で判定できるが、クランキングを正スリップさせたいため、第2クラッチ5(CL2)がスリップする向きが正であることを判定してから、第1クラッチ4(CL1)の締結を開始する。
ここで、エンジン始動時のうちクランキング時は、第2クラッチ5(CL2)のスリップを維持するように制御する。エンジン1の完爆を判定した後は、第2クラッチ5(CL2)のスリップを収束させるように制御する。
エンジン始動時は、目標駆動トルクに対して、第2クラッチ5(CL2)をスリップさせやすくするように、図12に示すように、CL2スリップ助長トルクを加算する。この時、CL2トルク容量を低下させつつ、本演算を行うことで、実入力トルク>第2クラッチトルク容量の状態を積極的に作ることでスリップ促進させる。
つまり、EV走行中に目標走行モードが「HEVモード」または「WSCモード」に切り替わった場合には、アクセル増によるエンジン始動要求が出される。
まず、「比較例の課題について」の説明を行う。続いて、実施例1のハイブリッド車両の制御装置における作用を、「クランキング開始許可判定演算処理作用」、「クランキング開始許可制御作用」に分けて説明する。
EV走行中にCL2を負にスリップさせながらコースト駆動力を実現しているときにアクセル増によるエンジン始動要求があった場合、エンジン始動要求に応えて直ちにクランキングを開始するものを比較例とする(図14)。
EV走行中であり、目標走行モードが「EVモード」を維持する間は、図13のフローチャートにおいて、ステップS101→ステップS102→エンドへと進む流れが繰り返され、ステップS102では、クランキング開始許可フラグが、クランキング開始許可フラグ=OFFに設定されたままとなる。
(a) ステップ101にてEV走行中に目標走行モードが「HEVモード」や「WSCモード」となったとき、第2クラッチ5(CL2)のスリップ極性が負である場合、スリップ極性が正になるまでエンジン1のクランキングの開始を待たせる。
(b) ステップ101にて目標走行モードの変更に伴いエンジン始動要求があると、目標駆動トルクに、第2クラッチ5(CL2)のスリップ助長トルクを上乗せしたトルクを目標入力トルクとして設定する。
(c) ステップS103にて第2クラッチ5(CL2)のスリップ極性が正になると共に駆動トルクの極性が正となった時、モータジェネレータ2によるモータ回転数制御を開始する。
(d) ステップS104にて入力トルクの極性が正となった時に、第1クラッチ4(CL1)の締結を開始する。
実施例1におけるクランキング開始許可制御作用を、EV走行中にCL2を負にスリップさせながらコースト駆動力を実現しているときにアクセル増によるエンジン始動要求があったときの各特性を示す図15のタイムチャートに基づき説明する。
すなわち、第2クラッチ5(CL2)のスリップ極性が負のとき、直ちにクランキングを開始すると、ゼロクロスにより一時的に第2クラッチ5(CL2)のスリップが無くなり、入力トルクの遮断効果が低減することを考慮し、クランキングの開始を待たせる。
したがって、第2クラッチ5(CL2)のスリップ極性が負である間は、クランキングの開始を待たせることで、エンジン始動ショックが低減される。
すなわち、第2クラッチ5(CL2)のスリップ極性が負から正になり、かつ、駆動トルクの極性が正になると、入力トルクの遮断効果を低減するゼロクロス要因が解消される。
したがって、入力トルクの遮断効果を低減するゼロクロス要因の解消により、確実にエンジン始動ショックが低減される。
すなわち、モータトルクと第2クラッチ5(CL2)のトルク容量の絶対値による大小関係だけでなく、第2クラッチ5(CL2)のスリップ後のスリップ回転数の極性を考慮して第1クラッチ4(CL1)の締結を開始することになる。
したがって、入力トルクの遮断効果を低減する第2クラッチ5(CL2)のスリップ回転数極性要因の解消により、確実にエンジン始動ショックが低減される。
すなわち、スリップ助長トルクの上乗せにより、油圧制御精度が低い低トルク領域でも確実に第2クラッチ5(CL2)をスリップさせることができる。
したがって、入力トルクの遮断効果を低減する第2クラッチ5(CL2)のスリップ助長により、低トルク領域でのエンジン始動時においても確実にエンジン始動ショックが低減される。
実施例1のハイブリッド車両の制御装置にあっては、下記に列挙する効果を得ることができる。
モータ(モータジェネレータ2)と、
前記エンジン1と前記モータ(モータジェネレータ2)の間に介装され、前記モータ(モータジェネレータ2)をスタータモータとするエンジン始動時に締結される第1クラッチ4と、
前記モータ(モータジェネレータ2)と駆動輪(タイヤ7,7)の間に介装され、前記エンジン始動時にスリップ締結される第2クラッチ5と、
前記エンジン始動要求がアクセル開度の増加による駆動力要求の場合であって、前記第2クラッチ5のスリップ極性が負である場合、スリップ極性が正になるまで前記エンジン1のクランキングの開始を待たせるクランキング開始許可制御手段(図13)と、
を備える。
このため、アクセル増によるエンジン始動要求時であって、第2クラッチ5のスリップ極性が負のとき、エンジン始動ショックを低減することができる。
このため、(1)の効果に加え、入力トルクの遮断効果を低減するゼロクロス要因の解消により、確実にエンジン始動ショックを低減することができる。
このため、(1)または(2)の効果に加え、入力トルクの遮断効果を低減する第2クラッチ5のスリップ回転数極性要因の解消により、確実にエンジン始動ショックを低減することができる。
前記クランキング開始許可制御手段(図13)は、前記エンジン始動要求があると、目標駆動トルクに、前記第2クラッチ5のスリップ助長トルクを上乗せしたトルクを前記目標入力トルクとして設定する(図12)。
このため、(1)~(3)の効果に加え、入力トルクの遮断効果を低減する第2クラッチ5(CL2)のスリップ助長により、低トルク領域でのエンジン始動時においても確実にエンジン始動ショックを低減することができる。
Claims (4)
- エンジンと、
モータと、
前記エンジンと前記モータの間に介装され、前記モータをスタータモータとするエンジン始動時に締結される第1クラッチと、
前記モータと駆動輪の間に介装され、前記エンジン始動時にスリップ締結される第2クラッチと、
前記エンジン始動要求がアクセル開度の増加による駆動力要求の場合であって、前記第2クラッチのスリップ極性が負である場合、スリップ極性が正になるまで前記エンジンのクランキングの開始を待たせるクランキング開始許可制御手段と、
を備え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に記載されたハイブリッド車両の制御装置において、
前記クランキング開始許可制御手段は、前記第2クラッチのスリップ極性と駆動トルクの極性が共に正となった時、前記モータの回転数制御を開始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または請求項2に記載されたハイブリッド車両の制御装置において、
前記クランキング開始許可制御手段は、入力トルクの極性が正となった時に、前記第1クラッチの締結を開始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から請求項3までの何れか1項に記載されたハイブリッド車両の制御装置において、
前記第2クラッチへの目標入力トルクを制御する目標入力トルク制御手段を設け、
前記目標入力トルク制御手段は、前記エンジン始動要求があると、目標駆動トルクに、前記第2クラッチのスリップ助長トルクを上乗せしたトルクを前記目標入力トルク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。
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