WO2013002062A1 - 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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- WO2013002062A1 WO2013002062A1 PCT/JP2012/065577 JP2012065577W WO2013002062A1 WO 2013002062 A1 WO2013002062 A1 WO 2013002062A1 JP 2012065577 W JP2012065577 W JP 2012065577W WO 2013002062 A1 WO2013002062 A1 WO 2013002062A1
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- Prior art keywords
- engine
- torque
- motor generator
- clutch
- vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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- F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start
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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、ショックを抑制しつつエンジン始動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
500 変速制御部
まず、ハイブリッド車両の駆動系構成を説明する。図1は実施例1のエンジン始動制御装置が適用された後輪駆動によるハイブリッド車両を示す全体システム図である。実施例1におけるハイブリッド車の駆動系は、図1に示すように、エンジンEと、第1クラッチCL1と、モータジェネレータMGと、第2クラッチCL2と、自動変速機ATと、プロペラシャフトPSと、ディファレンシャルDFと、左ドライブシャフトDSLと、右ドライブシャフトDSRと、左後輪RL(駆動輪)と、右後輪RR(駆動輪)と、を有する。尚、FLは左前輪、FRは右前輪である。
(1)自動変速機ATの油温が予め設定された所定温度(例えば115℃以上)となった場合には第2始動モードでエンジン始動を行う。
(2)自動変速機ATの油温が予め設定された所定温度以下(例えば15℃以下)となった場合には第2始動モードでエンジン始動を行う。これは、例えば、ハイブリッド車両が交差点等でいわゆるアイドリングストップを実行する場合、長時間のアイドリングストップによる自動変速機ATの油温の過度の低下を防止するためである。
(3)エンジンEの冷却水温が予め設定された所定温度以上(例えば120℃以上)となった場合には第2始動モードでエンジン始動を行う。
(5)モータジェネレータMGの出力可能なトルクが、予め設定された所定トルク以下(例えば、100Nm以下)になった場合には第2始動モードでエンジンEの始動を行う。これは、モータジェネレータMGの過熱により、モータジェネレータMGから出力可能なモータトルクが前記所定トルクよりも低下すると、以後はモータジェネレータMGによりエンジン1を始動できなくなる虞があるためである。
(6)バッテリ4の出力可能な電力が、予め設定された所定電力以下(例えば20kw以下)になった場合には第2始動モードでエンジン始動を行う。図6は実施例1のモータジェネレータの回転数とトルクの関係を表す特性図である。バッテリ4の温度上昇、またはバッテリ4の温度低下により、バッテリ4から出力可能な電力が低下すると、図6に示すように、回転数が大きくなるほど、モータジェネレータMGで出力可能なモータトルクが低下する。そこで、バッテリ4から出力可能な電力が前記所定電力以下に低下した場合には、モータジェネレータMGの使用可能なトルク領域が減少し、以後モータジェネレータ5によりエンジンEを始動できなくなる虞があるため、第2始動モードによるエンジン始動を行う。ここで、図6中の実線aはバッテリ4の出力が50kwの場合、点線bはバッテリ4の出力が54kwの場合、一点鎖線cはバッテリ4の出力が60kwの場合を示している。
(8)車速が予め設定された所定速度以上(例えば100km/h以上)となった場合には第2始動モードでエンジンEの始動を行う。これは、モータジェネレータMGの回転が高回転となる前にエンジン始動するためである。
(9)負圧ポンプの負圧の低下によりエンジン始動要求がある場合には第2始動モードでエンジンEの始動を行う。これは、エンジンEを運転させて負圧を確保するためである。
(10)ハイブリッド車両が、交差点等でいわゆるアイドルストップを実行する場合、アイドルストップ中に所定のアイドルストップ禁止条件が成立した場合には第2始動モードでエンジンEの始動を行う。
(11)降坂路を走行中に、バッテリ9のバッテリSOCが、予め設定された所定値以上(例えばバッテリSOCが65%以上)になった場合には第2始動モードでエンジンEの始動を行う。これは、降坂路を走行中にバッテリ4が満充電され、回生トルクが制限される前に、エンジンブレーキを利用するためである。
時刻t4において、エンジン始動要求があると、第2クラッチCL2の目標伝達トルク容量は要求駆動トルクに応じて決定されることから、この場合はゼロまで低下させ、第1クラッチCL1の目標伝達トルク容量を0からクランキング時の目標値まで増加させる。そして、時刻t2において、エンジン回転数とモータジェネレータ回転数とが同期すると、第1クラッチCL1の目標伝達トルク容量を完全締結となる値に向けて増加させ、第2クラッチCL2の目標伝達トルク容量は車両停止が継続しているため0のままとする。
ステップS102では、ブレーキ制動力が所定制動力B1よりも大きく、かつ、停車判定がONか否かを判断し、条件が成立したときはステップS103へ進み、それ以外のときはステップS105へ進む。ここで、停車判定とは、車速が所定値以下となった状態が所定時間以上継続した場合に、ほぼ車両停止状態に近づいたと判定することをいう。よって、完全に車両停止しているとは限らない。また、車速は車輪速センサ等ではなく、モータジェネレータ回転数を検出するレゾルバ13により検出する。レゾルバ13は車輪速センサ等に比べて分解能が極めて高く、極低車速領域であっても精度良く車速を検出することができるからである。モータジェネレータ側の制御処理において、この停車判定がONとされると、モータジェネレータMGに付与されていたクリープトルクは0Nmに向けて徐々に減少するように制御される。ブレーキ制動力、すなわちブレーキユニット900による摩擦制動力が所定制動力B1よりも大きければ、運転者に制動意図があり、かつ、車輪に作用するトルク変動がある程度抑制できると考えられるからである。
(1)モータジェネレータMGと駆動輪との間に設けられた第2クラッチCL2と、エンジン始動要求があるときは、第2クラッチCL2を締結し、モータジェネレータMGによりエンジン始動を行なう統合コントローラ10(エンジン始動制御手段)と、を備えたハイブリッド車両の制御装置において、ステップS103では、第2始動モードによるエンジン始動要求があり、かつ、モータジェネレータMGの出力トルクの絶対値が所定値以下になると、エンジンクランキングを許可する。
よって、エンジン始動に伴うトルク変動を抑制することができ、運転者が感じる違和感を抑制することができる。
すなわち、時間の経過により車両の慣性力などによる微速走行条件を除外することができ、運転者に与える違和感を抑制することができる。また、路面の状況変化や運転者のブレーキ操作変動による影響を排除することができる。
よって、モータジェネレータトルクと摩擦制動力のみで判断する場合に比べて、車両の状態を精度良く検出することができ、エンジン始動に伴うトルク変動を確実に抑制することができる。仮に、モータジェネレータトルクと摩擦制動力のみで判断してしまうと、クリープトルクが残った状態であっても摩擦制動力が高ければ車両停止判断を行なうおそれがあり、エンジン始動に伴うトルク変動によって運転者に違和感を与えてしまうからである。
よって、車輪速センサ等に比べて極めて分解能の高いセンサを用いるため、極低車速領域において精度良く車両停止状態を判定することができる。
Claims (4)
- モータジェネレータと駆動輪との間に設けられたクラッチと、
エンジン始動要求があるときは、前記クラッチを締結し、前記モータジェネレータによりエンジン始動を行なうエンジン始動制御手段と、
を備えたハイブリッド車両の制御装置において、
前記エンジン始動制御手段は、エンジン始動要求があり、かつ、前記モータジェネレータの出力トルク絶対値が所定値以下になると、エンジン始動を許可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、
前記所定値はゼロであり、
前記エンジン始動制御手段は、前記モータジェネレータの出力トルクがゼロの状態が予め設定した規定時間経過後にエンジン始動を許可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、
車速を検出する車速検出手段と、
該検出された車速に基づいて車両が停止したか否かを判断する車両停止判断手段を設け、
前記エンジン始動制御手段は、車両停止と判断されてからエンジン始動を許可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3に記載のハイブリッド車両の制御装置において、
前記車速検出手段は、モータジェネレータの回転数を検出する回転角センサに基づいて車速を検出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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EP12804717.2A EP2727787B1 (en) | 2011-06-30 | 2012-06-19 | Control device for hybrid vehicle |
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US20140136039A1 (en) | 2014-05-15 |
EP2727787B1 (en) | 2017-10-04 |
US9216731B2 (en) | 2015-12-22 |
KR101485286B1 (ko) | 2015-01-21 |
EP2727787A4 (en) | 2016-08-03 |
JP5561435B2 (ja) | 2014-07-30 |
EP2727787A1 (en) | 2014-05-07 |
KR20140010191A (ko) | 2014-01-23 |
JPWO2013002062A1 (ja) | 2015-02-23 |
CN103534156B (zh) | 2016-08-31 |
CN103534156A (zh) | 2014-01-22 |
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