WO2013047571A1 - Control device and control method for hybrid electric automobile - Google Patents

Control device and control method for hybrid electric automobile Download PDF

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Publication number
WO2013047571A1
WO2013047571A1 PCT/JP2012/074668 JP2012074668W WO2013047571A1 WO 2013047571 A1 WO2013047571 A1 WO 2013047571A1 JP 2012074668 W JP2012074668 W JP 2012074668W WO 2013047571 A1 WO2013047571 A1 WO 2013047571A1
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WO
WIPO (PCT)
Prior art keywords
engine
clutch
electric motor
vehicle
power transmission
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Application number
PCT/JP2012/074668
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French (fr)
Japanese (ja)
Inventor
真弓 下郷
邦夫 坂田
Original Assignee
ダイムラー・アクチェンゲゼルシャフト
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Application filed by ダイムラー・アクチェンゲゼルシャフト filed Critical ダイムラー・アクチェンゲゼルシャフト
Priority to DE112012004086.4T priority Critical patent/DE112012004086T5/en
Publication of WO2013047571A1 publication Critical patent/WO2013047571A1/en

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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
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • 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
    • 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
    • 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
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • 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
    • F02D29/02—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 vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control apparatus and a control method for a hybrid electric vehicle including an engine and an electric motor as drive sources, and more particularly, in a hybrid electric vehicle including a so-called dual clutch transmission, fuel is cut when the engine is stopped.
  • the present invention relates to a technique for suppressing vehicle body vibration that occurs during a period from when the engine rotation stops.
  • the engine does not stop rotating immediately after the fuel supply is stopped (hereinafter also referred to as fuel cut), but the rotational speed gradually decreases to stop.
  • the vibration frequency of the engine matches the natural frequency of the vehicle body and drive system, resulting in resonance and vibration of the entire vehicle body. The driver may feel uncomfortable. In such vibration of the entire vehicle body, the longer the period until the rotation of the engine is completely stopped, the longer the vibration time is.
  • the hybrid electric vehicle described in Patent Document 1 has a configuration in which the engine and the electric motor are always connected. With such a configuration, it is easy to apply a load with the electric motor after the fuel cut of the engine. This is not applicable when the power transmission between the engine and the electric motor is interrupted by a configuration in which a clutch is interposed between the electric motor and the electric motor.
  • the present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid electric vehicle equipped with a dual clutch transmission in which the engine resonates with the vehicle body when the engine is stopped. It is an object of the present invention to provide a control apparatus and a control method for a hybrid electric vehicle that can quickly escape from the vehicle and suppress vehicle body vibration.
  • an engine and an electric motor as a drive source of a vehicle, a transmission having a first transmission mechanism and a second transmission mechanism, and the engine Power is transmitted to the drive wheels via the first speed change mechanism, and the power of the engine and the motor is transmitted to the drive wheels via the second speed change mechanism.
  • the first clutch provided between the engine and the transmission in the first power transmission system, and between the engine and the motor in the second power transmission system.
  • a control device for a hybrid electric vehicle including a second clutch, and when the driving state of the vehicle satisfies a predetermined stop condition, the fuel supply to the engine is stopped and At least the second speed change mechanism is set to the neutral state, the first clutch is disengaged, and the second clutch is connected, so that the rotation of the electric motor is stopped in order to stop the engine quickly.
  • a control means for controlling the electric motor when the driving state of the vehicle satisfies a predetermined stop condition, the step of stopping the fuel supply of the engine, and at least the second speed change mechanism is set to the neutral state.
  • the control apparatus for a hybrid electric vehicle of the present invention further includes an engine speed detecting means for detecting the engine speed, and the control means detects the engine speed before the second clutch is connected. When the engine speed detected by the means becomes substantially zero, the load generated by the electric motor is controlled to be zero.
  • the control means sets the first clutch in a disengaged state after the engine has stopped rotating and the vehicle operating condition satisfies the predetermined starting condition.
  • the electric motor is controlled so that the engine is started by the electric motor with the second clutch in a connected state.
  • the hybrid electric power having two power transmission systems of the first power transmission system and the second power transmission system interposing the electric motor.
  • the fuel supply to the engine is stopped, at least the second speed change mechanism in the second power transmission system is set to the neutral state, and the first clutch is set to the disconnected state.
  • the second clutch is controlled to stop the rotation of the electric motor in the connected state.
  • the second speed change mechanism in the second power transmission system is set to the neural state to cut off power to the drive wheels, and then the second clutch is connected to connect the second power transmission system to the engine.
  • the rotation of the motor provided in the second power transmission system and the engine are synchronized, and the engine rotation is quickly stopped by controlling the rotation of the motor to be stopped, that is, applying a load. be able to.
  • the engine rotation is quickly stopped by controlling the rotation of the motor to be stopped, that is, applying a load. be able to.
  • the control apparatus for a hybrid electric vehicle of the present invention in the case where the rotation of the engine is stopped after the fuel supply of the engine is stopped and before the connection of the second clutch is started and the connection is completely established. Immediately, the load generated by the electric motor is controlled to be zero. As described above, when the engine is stopped before the engine and the electric motor are synchronously rotated, wasteful discharge in the electric motor can be suppressed by controlling so as not to cause a load on the electric motor.
  • the first clutch is disengaged and the second clutch is disengaged when a predetermined start condition is satisfied after the engine rotation is completely stopped.
  • the second power transmission system is connected to the engine, and the engine is started by an electric motor included in the second power transmission system.
  • the drive motor that can generate higher torque than the starter for starting the engine is used for starting the engine, so that the engine can be started quickly and the vibration of the vehicle body is suppressed even at the time of starting. can do.
  • FIG. 1 is a block diagram showing a schematic configuration of a control apparatus for a hybrid electric vehicle according to an embodiment of the present invention, which will be described with reference to FIG.
  • a vehicle 1 shown in FIG. 1 is a hybrid electric vehicle, and a clutch unit 6 is provided between an engine 2 that is a drive source and an electric motor 4, and the engine 2 (via the clutch unit 8) and the electric motor 4 are connected to a transmission 8.
  • the drive device of the structure connected to is provided.
  • the vehicle 1 travels by transmitting the driving force from the engine 2 and the electric motor 4 to the left and right driving wheels 10 and 10 (for example, rear wheels) through the clutch unit 6 and the transmission 8.
  • the rotational driving force (hereinafter simply referred to as driving force) output from the engine 2 is input to the clutch unit 6 via the input shaft 12 and is branched into two systems within the clutch unit 6.
  • the clutch unit 6 has two clutches, a first clutch 6a and a second clutch 6b.
  • One of the driving forces of the engine 2 branched into two systems in the clutch unit 6 is on the input side of the first clutch 6a.
  • the other is transmitted to the input side of the second clutch 6b.
  • FIG. 1 a simplified block diagram is shown, but as a specific configuration, the first clutch 6a and the second clutch 6b are wet multi-plate clutches that can be connected and disconnected according to the hydraulic pressure.
  • first clutch 6a and the second clutch 6b are coaxially arranged, the first clutch 6a is disposed inside, and the second clutch 6b is disposed outside.
  • the transmission unit 8 includes two transmission mechanisms, a first transmission mechanism 8a and a second transmission mechanism 8b, corresponding to the first clutch 6a and the second clutch 6b.
  • the first transmission mechanism 8a corresponding to the first clutch 6a has first, third, and fifth speeds as forward speeds.
  • the second speed change mechanism 8b corresponding to the second clutch 6b has the second speed, the fourth speed, and the sixth speed as the forward speed. That is, the output side of the first clutch 6a is connected to the input shaft of the first transmission mechanism 8a, and the output side of the second clutch 6b is connected to the input shaft of the second transmission mechanism 8b.
  • the output shaft of the first transmission mechanism 8a and the output shaft of the second transmission mechanism 8b are configured by a common output shaft 14, and the driving force output from the first transmission mechanism 8a and the output from the second transmission mechanism 8a.
  • the driving force to be applied is transmitted to the differential device 16 via the common output shaft 14 and is allocated to the left and right drive wheels 10 and 10.
  • the clutch unit 6 and the transmission unit 8 constitute a so-called dual clutch transmission.
  • the electric motor 4 is interposed between the second clutch 6b and the second transmission mechanism 8b. Specifically, although not shown, the electric motor 4 is disposed on the outer periphery on the output side of the second clutch 6b. More specifically, the rotor of the electric motor 4 is fixed to the outer periphery of the output shaft of the second clutch 6 b, and the stator of the electric motor 4 is fixed to the casing of the clutch unit 6. That is, the output shaft of the second clutch 6b also serves as the rotating shaft of the electric motor 4, and the rotor rotates together with the second clutch 6b inside the stator, so that the driving torque and regeneration due to the magnetic field generated between the rotor and the stator are Torque is input to the second transmission mechanism 8b via the second clutch 6b.
  • the vehicle 1 includes the first power transmission system 18a in which the power of the engine 2 is transmitted from the first clutch 6a to the drive wheel 10 via the first transmission mechanism 8a, and the power of the engine 2 from the second clutch 6b. And a second power transmission system 18b in which the power of the electric motor 4 is transmitted to the drive wheels 10 via the second speed change mechanism 8b.
  • the vehicle 1 is equipped with a vehicle ECU (electronic control unit) 20 (control means) that controls the engine 2, the electric motor 4, the clutch unit 6, and the transmission unit 8.
  • each device is controlled by a single vehicle ECU 20.
  • an engine ECU, an electric motor ECU, a transmission ECU, and the like are provided with individual ECUs, and these are controlled in an integrated manner. It doesn't matter.
  • the vehicle ECU 20 is connected to various devices mounted on the other vehicle 1.
  • an engine speed sensor 22 engine speed detection means
  • a shift position sensor 24 that detects the shift position of the vehicle 1
  • a brake sensor 26 that detects the depression of the brake pedal, and a depression of the accelerator pedal
  • Various sensors such as an accelerator sensor 28 for detecting the above are connected, and information acquired by these sensors is input to the vehicle ECU 20.
  • the vehicle ECU 20 starts and stops the engine 2 based on the acquired information, connects / disconnects the first clutch 6a and the second clutch 6b, selects gears of the first transmission mechanism 8a and the second transmission mechanism 8b, and stops operation of the electric motor 4. Etc. are controlled.
  • the vehicle ECU 20 monitors the driving state of the vehicle 1 based on information from various sensors, stops the engine 2 when a predetermined stop condition is established (so-called idle stop), and then starts a predetermined start. When the condition is satisfied, so-called engine automatic stop / restart control (idle stop / start control) is performed to restart the engine 2.
  • stop conditions for example, when the vehicle speed is 0 for a predetermined time or more, the brake sensor 26 detects the depression of the brake pedal, and the motor can be used. The stop condition is satisfied. At that time, the vehicle ECU 20 stops the fuel supply in the engine 2 (hereinafter also referred to as fuel cut).
  • the start condition is, for example, that the stop condition is not satisfied, that is, that the brake sensor 26 is no longer detected by the brake pedal 26, and when the start condition is satisfied, the vehicle ECU 20 The engine 2 is restarted. Further, when the engine 2 is stopped and started, the vehicle ECU 20 performs resonance suppression control for quickly escaping from the rotational speed range in which the engine 2 resonates with the vehicle body to suppress the resonance of the vehicle body.
  • FIG. 2 a flowchart showing a resonance suppression control routine executed by the vehicle ECU 20 is shown.
  • the resonance suppression control will be described in detail along the same flowchart.
  • the vehicle ECU 20 starts the control routine of FIG. 2 when the engine stop condition described above is satisfied.
  • step S1 the vehicle ECU 20 determines whether the shift position detected by the shift position sensor 24 is in the N (neutral) range or the P (parking) range, that is, the gears of the first transmission mechanism 8a and the second transmission mechanism 8b are neutral. It is determined whether or not it is in a state.
  • the determination result is false (No) that is, when the shift position is the D (drive) range or the like and one of the first gears 8a and the second gears 8b is selected, Proceed to step S2.
  • step S2 the vehicle ECU 20 sets the gear of the second transmission mechanism 8b in the second power transmission system 18b having the electric motor 4 to the neutral state, and also uses a gear stage (for example, a predetermined gear position used for starting at the first transmission mechanism 8a). 3rd speed) is selected, and the process proceeds to step S3. If the determination result in step S1 is true (Yes) or after step S2, that is, at least in the state where the second transmission mechanism 8b is neutral, the process proceeds to step S3.
  • a gear stage for example, a predetermined gear position used for starting at the first transmission mechanism 8a. 3rd speed
  • step S ⁇ b> 3 the vehicle ECU 20 performs a fuel cut of the engine 2 to stop the engine 2.
  • step S4 the vehicle ECU 20 instructs the clutch unit 6 to connect the second clutch 6b, and the clutch unit 6 supplies hydraulic pressure to the second clutch 6b to start the clutch connection.
  • step S5 the vehicle ECU 20 determines whether or not the engine speed detected by the engine speed sensor 22 is zero. In this determination, the engine speed does not necessarily have to be completely 0, and a preset range near 0 (substantially 0 rotation) that can be regarded as 0 rotation is determined as 0 rotation. If the determination result is false (No), that is, if the fuel is cut and the engine speed is decreasing, the process proceeds to step S6. In step S6, the vehicle ECU 20 determines whether or not the second clutch 6b is in a connected state. If the determination result is false (No), the process returns to step S4 to maintain the connection instruction of the second clutch 6b. If the engine speed is not substantially 0 in step S5, the process returns to step S6.
  • step S ⁇ b> 7 the vehicle ECU 20 performs control to stop the rotation of the electric motor 4 that rotates in synchronization with the engine 2 because the second clutch 6 b is connected. That is, the electric motor 4 applies a load to the rotation of the engine 2 by generating a torque in the opposite direction to the rotation of the engine 2.
  • step S8 it is determined whether or not the engine speed is substantially zero.
  • the determination result is false (No)
  • the process returns to step S7, and the control for setting the rotation of the motor 4 to 0 is maintained.
  • the engine speed is substantially 0, that is, when the engine 2 is completely stopped
  • the process proceeds to step S9. If the determination result in step S5 or step S8 is true (Yes), that is, if the rotational speed of the engine 2 becomes substantially zero, the load of the electric motor 4 is set to zero in step S9, and the routine ends.
  • the vehicle ECU 20 performs control for promoting the stop of the engine 2 by the electric motor 4 at the idle stop. Thereafter, when the above-described start condition is satisfied, the vehicle ECU 20 starts the engine 2 by connecting the second clutch 6b while the first clutch 6a is disengaged and rotating the engine 2 by the electric motor 4.
  • the first clutch 6a is connected by disconnecting the second clutch 6b and connecting the first clutch 6a. Starting with the gear already selected in the transmission mechanism 8a is performed.
  • the first transmission mechanism 8a selects the gear to be used for starting during or after the engine 2 is started, and then the second clutch 6b is disengaged to Start by connecting 1 clutch 6a.
  • step S3 At least the second transmission mechanism 8b in the second power transmission system 18b is set to the neutral state (steps S1 and S2), the first clutch 6a is in the disconnected state, and the second clutch 6b.
  • step S4 control is performed to stop the rotation of the electric motor 4 (step S7).
  • the second speed change mechanism 8b in the second power transmission system 18b is in a neural state to cut off power to the drive wheels 10, and then the second clutch 6b is connected and the second power transmission system 18b is connected to the engine 2. .
  • the rotation of the electric motor 4 provided in the second power transmission system 18b and the rotation of the engine 2 are synchronized, and the rotation of the electric motor 4 is controlled to stop, that is, to apply a load. Can be stopped.
  • step S3 when the rotation of the engine 2 is stopped before the second clutch 6b starts to be fully connected (step S5), the electric motor is immediately used. 4 is controlled so that the load generated by 4 is zero (step S9).
  • step S9 when the engine 2 is stopped before the engine 2 and the electric motor 4 are synchronously rotated, wasteful discharge in the electric motor 4 can be suppressed by controlling so as not to cause a load on the electric motor 4. .
  • the first clutch 6a is disconnected and the second clutch 6b is connected to connect the second power transmission system 18b to the engine. 2 and the engine 2 is started by the electric motor 4 included in the second power transmission system 18b.
  • the driving electric motor 4 capable of generating higher torque than the starter for starting the engine for starting the engine 2
  • the engine 2 can be started quickly, and the vibration of the vehicle body at the time of starting Can also be suppressed.
  • the embodiment of the control apparatus for a hybrid electric vehicle according to the present invention is finished above, the embodiment is not limited to the above embodiment.
  • the second clutch 6b is disconnected and the first clutch 6a is connected to start the gear with the gear selected by the first transmission mechanism 8a.
  • the second clutch is connected and the electric motor is operated to start the vehicle as the engine starts. You may make it.
  • step S1 when the shift position is other than the N range or the P range in the resonance suppression control routine (step S1), the second transmission mechanism 8b is set to neutral, and the first transmission mechanism 8a sets the gear stage used for starting.
  • the routine may be terminated when the shift position is other than the N range or the P range.
  • the predetermined stop condition and the predetermined start condition are not limited to those described above.
  • the predetermined stop condition and the predetermined start condition are based on the automatic stop / restart control.
  • the predetermined stop condition and the predetermined start condition are, for example, those by key operation or switch operation by the driver.
  • the resonance suppression control of the present invention is not limited to automatic stop / restart control but also during normal stop and start. Can be applied.

Abstract

Provided is a control device and a control method for a hybrid electric automobile with which, in a hybrid electric automobile equipped with a dual clutch transmission, it is possible to suppress vehicle body vibrations by quickly transitioning out of engine speed ranges in which the engine resonates with the vehicle body. In a hybrid electric automobile comprising two power transmission systems, namely, a first power transmission system (18a) and a second power transmission system (18b) in which an electric motor (4) is interposed, if conditions for stopping an engine (2) are reached, fuel to the engine (2) is cut (S3), at least a second speed-change mechanism (8b) in the second power transmission system (18b) is set to neutral (S1, S2), a first clutch (6a) is disengaged and a second clutch (6b) is engaged (S4), and a control is executed to stop the rotation of the electric motor (4) (S7).

Description

ハイブリッド電気自動車の制御装置および制御方法Control device and control method for hybrid electric vehicle
　本発明は、駆動源としてエンジンと電動機を備えるハイブリッド電気自動車の制御装置および制御方法に係り、詳しくはいわゆるデュアルクラッチトランスミッションを備えたハイブリッド電気自動車において、エンジンを停止する際に、燃料をカットしてからエンジン回転が停止するまでの間に生ずる車体の振動を抑制する技術に関する。 The present invention relates to a control apparatus and a control method for a hybrid electric vehicle including an engine and an electric motor as drive sources, and more particularly, in a hybrid electric vehicle including a so-called dual clutch transmission, fuel is cut when the engine is stopped. The present invention relates to a technique for suppressing vehicle body vibration that occurs during a period from when the engine rotation stops.
　近年、燃費や排ガス性能の向上等を目的に、駆動源としてエンジンと電動機を備えるハイブリッド電気自動車が開発されている。
　また、駐停車や信号待ちの間にエンジンを自動的に停止させ、発進時に自動的に再始動させることで、燃費や排ガス性能を向上させるいわゆるアイドルストップ・オートスタート（自動停止再始動）技術も開発されている。 In recent years, hybrid electric vehicles including an engine and an electric motor as drive sources have been developed for the purpose of improving fuel consumption and exhaust gas performance.
There is also a so-called idle stop / auto-start (automatic stop / restart) technology that improves fuel efficiency and exhaust gas performance by automatically stopping the engine while parked and stopped and waiting for traffic lights, and restarting it automatically when starting. Has been developed.
　しかし、エンジンは燃料供給を停止（以下、燃料カットともいう）させて直ちに回転が停止するものではなく、徐々に回転数が低下して停止に至る。このエンジン回転数が低下していく過程で、エンジンの振動の周波数と、車体や駆動系の固有周波数とが一致して共振が生じて車体全体の振動となり、アイドルストップ等でエンジンを停止する度に運転者に不快感を与えるおそれがある。このような車体全体の振動は、エンジンの回転が完全に停止するまでの期間が長いほど、振動している時間も長くなる。 However, the engine does not stop rotating immediately after the fuel supply is stopped (hereinafter also referred to as fuel cut), but the rotational speed gradually decreases to stop. In the process of decreasing the engine speed, the vibration frequency of the engine matches the natural frequency of the vehicle body and drive system, resulting in resonance and vibration of the entire vehicle body. The driver may feel uncomfortable. In such vibration of the entire vehicle body, the longer the period until the rotation of the engine is completely stopped, the longer the vibration time is.
　これに対し、エンジンの燃料カット後に、エンジン回転数が所定回転数以下となった場合に、電動機（モータ）を発電機として作用させてエンジンに負荷をかけ、エンジン回転数を速やかに０にすることで、共振が生ずる回転数域を速やかに脱却する構成のハイブリッド電気自動車が開発されている（特許文献１参照）。 On the other hand, when the engine speed becomes equal to or lower than the predetermined speed after the fuel cut of the engine, the electric motor (motor) acts as a generator to apply a load to the engine, and the engine speed is quickly reduced to zero. Thus, a hybrid electric vehicle having a configuration in which the engine speed range in which resonance occurs is quickly removed has been developed (see Patent Document 1).
特開２０００－２５７４６３号公報JP 2000-257463 A
　しかしながら、上記特許文献１記載のハイブリッド電気自動車はエンジンと電動機が常時接続されている構成であり、このような構成であればエンジンの燃料カット後に電動機により負荷をかけることは容易であるが、エンジンと電動機との間にクラッチが介装されている等の構成で、エンジンと電動機との動力伝達が遮断されている場合には適用できない。 However, the hybrid electric vehicle described in Patent Document 1 has a configuration in which the engine and the electric motor are always connected. With such a configuration, it is easy to apply a load with the electric motor after the fuel cut of the engine. This is not applicable when the power transmission between the engine and the electric motor is interrupted by a configuration in which a clutch is interposed between the electric motor and the electric motor.
　例えば近年、２つのクラッチと、それに対応した２系統の変速機構を有し、変速段を交互に切り替えることで変速を行ういわゆるデュアルクラッチトランスミッションが開発されている。そして、当該デュアルクラッチトランスミッションにおいて、一方の動力伝達系に電動機を搭載したハイブリッド電気自動車があるが、このような車両に対しては、上記特許文献１記載の技術をそのまま適用することはできない。 For example, in recent years, a so-called dual clutch transmission has been developed which has two clutches and two transmission mechanisms corresponding to the two clutches, and performs gear shifting by alternately switching the gear positions. And in the said dual clutch transmission, there exists a hybrid electric vehicle which mounted the electric motor in one power transmission system, However, The technique of the said patent document 1 cannot be applied as it is to such a vehicle.
　本発明はこのような問題を解決するためになされたもので、その目的とするところは、デュアルクラッチトランスミッションを備えたハイブリッド電気自動車において、エンジンを停止させる際、エンジンが車体と共振する回転数域を速やかに脱却させて車体振動を抑制することのできるハイブリッド電気自動車の制御装置および制御方法を提供することにある。 The present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid electric vehicle equipped with a dual clutch transmission in which the engine resonates with the vehicle body when the engine is stopped. It is an object of the present invention to provide a control apparatus and a control method for a hybrid electric vehicle that can quickly escape from the vehicle and suppress vehicle body vibration.
　上記した目的を達成するために、本発明のハイブリッド電気自動車の制御装置では、車両の駆動源としてのエンジン及び電動機と、第１の変速機構及び第２の変速機構を有する変速機と、前記エンジンの動力が前記第１の変速機構を介して駆動輪に伝達される第１の動力伝達系と、前記エンジン及び前記電動機の動力が前記第２の変速機構を介して前記駆動輪に伝達される第２の動力伝達系と、前記第１の動力伝達系においてエンジン及び変速機との間に設けられた第１のクラッチと、前記第２の動力伝達系においてエンジン及び電動機との間に設けられた第２のクラッチと、を備えるハイブリッド電気自動車の制御装置であって、前記車両の運転状態が所定の停止条件を満たした場合に、前記エンジンの燃料供給を停止させるとともに、少なくとも前記第２の変速機構をニュートラル状態とし、前記第１のクラッチが切断され、前記第２のクラッチが接続された状態で、前記エンジンを速やかに停止させるべく、前記電動機の回転を停止させるよう前記電動機を制御する制御手段を、備えたことを特徴としている。
　また本発明のハイブリッド電気自動車の制御方法では、前記車両の運転状態が所定の停止条件を満たした場合に、前記エンジンの燃料供給を停止させるステップと、少なくとも前記第２の変速機構をニュートラル状態とし、前記第１のクラッチを切断し、前記第２のクラッチを接続するステップと、前記エンジンを速やかに停止させるべく、前記電動機の回転を停止させるよう前記電動機を制御するステップとを、備えたことを特徴としている。 In order to achieve the above object, in a control apparatus for a hybrid electric vehicle according to the present invention, an engine and an electric motor as a drive source of a vehicle, a transmission having a first transmission mechanism and a second transmission mechanism, and the engine Power is transmitted to the drive wheels via the first speed change mechanism, and the power of the engine and the motor is transmitted to the drive wheels via the second speed change mechanism. Provided between the second power transmission system, the first clutch provided between the engine and the transmission in the first power transmission system, and between the engine and the motor in the second power transmission system. A control device for a hybrid electric vehicle including a second clutch, and when the driving state of the vehicle satisfies a predetermined stop condition, the fuel supply to the engine is stopped and At least the second speed change mechanism is set to the neutral state, the first clutch is disengaged, and the second clutch is connected, so that the rotation of the electric motor is stopped in order to stop the engine quickly. And a control means for controlling the electric motor.
In the hybrid electric vehicle control method of the present invention, when the driving state of the vehicle satisfies a predetermined stop condition, the step of stopping the fuel supply of the engine, and at least the second speed change mechanism is set to the neutral state. A step of disengaging the first clutch and connecting the second clutch; and a step of controlling the electric motor to stop the rotation of the electric motor in order to stop the engine quickly. It is characterized by.
　さらなる本発明のハイブリッド電気自動車の制御装置では、前記エンジンの回転数を検出するエンジン回転数検出手段を備え、前記制御手段は、前記第２のクラッチが接続される前に、前記エンジン回転数検出手段により検出される前記エンジンの回転数が略０となった場合には、前記電動機により生じる負荷が０となるよう制御することを特徴としている。 The control apparatus for a hybrid electric vehicle of the present invention further includes an engine speed detecting means for detecting the engine speed, and the control means detects the engine speed before the second clutch is connected. When the engine speed detected by the means becomes substantially zero, the load generated by the electric motor is controlled to be zero.
　さらなる本発明のハイブリッド電気自動車の制御装置では、前記制御手段は、前記エンジンの回転停止後、前記車両の運転状態が前記所定の始動条件を満たした場合に、前記第１のクラッチを切断状態とし、前記第２のクラッチを接続状態として、前記電動機により前記エンジンを始動させるよう前記電動機を制御することを特徴としている。 In the hybrid electric vehicle control apparatus of the present invention, the control means sets the first clutch in a disengaged state after the engine has stopped rotating and the vehicle operating condition satisfies the predetermined starting condition. The electric motor is controlled so that the engine is started by the electric motor with the second clutch in a connected state.
　上記手段を用いる本発明のハイブリッド電気自動車の制御装置、および制御方法によれば、第１の動力伝達系と、電動機を介装する第２の動力伝達系の２つの動力伝達系を有するハイブリッド電気自動車において、エンジンの停止条件が成立した場合には、エンジンの燃料供給を停止するとともに、少なくとも第２の動力伝達系における第２の変速機構をニュートラル状態とし、第１のクラッチは切断状態に、第２のクラッチは接続状態として、電動機の回転を停止させるよう制御する。 According to the control device and the control method of the hybrid electric vehicle of the present invention using the above means, the hybrid electric power having two power transmission systems of the first power transmission system and the second power transmission system interposing the electric motor. In the automobile, when the engine stop condition is satisfied, the fuel supply to the engine is stopped, at least the second speed change mechanism in the second power transmission system is set to the neutral state, and the first clutch is set to the disconnected state. The second clutch is controlled to stop the rotation of the electric motor in the connected state.
　つまり、第２の動力伝達系における第２の変速機構をニューラル状態として駆動輪への動力を遮断した上で、第２のクラッチを接続して第２の動力伝達系をエンジンに接続する。これにより、第２の動力伝達系に備えられた電動機とエンジンの回転は同期することとなり、当該電動機の回転を停止させるよう、即ち負荷をかけるよう制御することで、エンジン回転を速やかに停止させることができる。
　こうして、エンジンの回転を速やかに停止させることで、車体との共振が生じる回転数域を速やかに脱却させることができ、車体振動を抑制し運転者への不快感を軽減することができる。 That is, the second speed change mechanism in the second power transmission system is set to the neural state to cut off power to the drive wheels, and then the second clutch is connected to connect the second power transmission system to the engine. As a result, the rotation of the motor provided in the second power transmission system and the engine are synchronized, and the engine rotation is quickly stopped by controlling the rotation of the motor to be stopped, that is, applying a load. be able to.
Thus, by quickly stopping the rotation of the engine, it is possible to quickly escape from the rotational speed range in which resonance with the vehicle body occurs, thereby suppressing vehicle body vibration and reducing driver discomfort.
　さらなる本発明のハイブリッド電気自動車の制御装置によれば、エンジンの燃料供給停止後、第２のクラッチの接続を開始して完全に接続状態となる前にエンジンの回転が停止したような場合には、直ちに電動機により生じる負荷を０とするよう制御する。このように、エンジンと電動機とが同期回転する前にエンジンが停止した場合には、電動機の負荷を生じさせないよう制御することで、電動機における無駄な放電を抑制することができる。 According to the control apparatus for a hybrid electric vehicle of the present invention, in the case where the rotation of the engine is stopped after the fuel supply of the engine is stopped and before the connection of the second clutch is started and the connection is completely established. Immediately, the load generated by the electric motor is controlled to be zero. As described above, when the engine is stopped before the engine and the electric motor are synchronously rotated, wasteful discharge in the electric motor can be suppressed by controlling so as not to cause a load on the electric motor.
　またさらなる本発明のハイブリッド電気自動車の制御装置によれば、エンジンの回転を完全に停止させた後、所定の始動条件を満たした場合には、第１のクラッチを切断し、第２のクラッチを接続することで第２の動力伝達系をエンジンと接続し、当該第２の動力伝達系が有する電動機によりエンジンを始動させる。
　このように、エンジン始動用のスタータ等よりも高トルクを発生可能な駆動用の電動機をエンジンの始動に用いることで、エンジンを速やかに始動させることができ、始動時においても車体の振動を抑制することができる。 According to the hybrid electric vehicle control apparatus of the present invention, the first clutch is disengaged and the second clutch is disengaged when a predetermined start condition is satisfied after the engine rotation is completely stopped. By connecting, the second power transmission system is connected to the engine, and the engine is started by an electric motor included in the second power transmission system.
In this way, the drive motor that can generate higher torque than the starter for starting the engine is used for starting the engine, so that the engine can be started quickly and the vibration of the vehicle body is suppressed even at the time of starting. can do.
本発明の一実施形態におけるハイブリッド電気自動車の制御装置の概略構成を示したブロック図である。It is the block diagram which showed schematic structure of the control apparatus of the hybrid electric vehicle in one Embodiment of this invention. 本発明の一実施形態に係るハイブリッド電気自動車の制御装置の車両ＥＣＵが実行する共振抑制制御ルーチンを表したフローチャートである。It is a flowchart showing the resonance suppression control routine which vehicle ECU of the control apparatus of the hybrid electric vehicle which concerns on one Embodiment of this invention performs.
　以下、本発明の一実施形態を図面に基づき説明する。
　図１は本発明の一実施形態におけるハイブリッド電気自動車の制御装置の概略構成を示したブロック図であり、同図に基づき説明する。
　図１に示す車両１はハイブリッド電気自動車であり、駆動源であるエンジン２と電動機４との間にクラッチユニット６が設けられ、エンジン２（クラッチユニット８を介して）と電動機４が変速機８に接続された構成の駆動装置を備えている。車両１は、これらのエンジン２や電動機４からの駆動力をクラッチユニット６及び変速機８を経て左右の駆動輪１０、１０（例えば後輪）に伝達することにより走行を行うものである。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a schematic configuration of a control apparatus for a hybrid electric vehicle according to an embodiment of the present invention, which will be described with reference to FIG.
A vehicle 1 shown in FIG. 1 is a hybrid electric vehicle, and a clutch unit 6 is provided between an engine 2 that is a drive source and an electric motor 4, and the engine 2 (via the clutch unit 8) and the electric motor 4 are connected to a transmission 8. The drive device of the structure connected to is provided. The vehicle 1 travels by transmitting the driving force from the engine 2 and the electric motor 4 to the left and right driving wheels 10 and 10 (for example, rear wheels) through the clutch unit 6 and the transmission 8.
　詳しくは、エンジン２が出力する回転駆動力（以下、単に駆動力という）は入力軸１２を介してクラッチユニット６に入力され、クラッチユニット６内で２系統に分岐される。クラッチユニット６は第１クラッチ６ａ及び第２クラッチ６ｂの２つのクラッチを有しており、クラッチユニット６内で２系統に分岐されたエンジン２の駆動力の一方は第１クラッチ６ａの入力側に伝達され、他方は第２クラッチ６ｂの入力側に伝達されるようになっている。なお、図１では簡略化してブロック図として示しているが、具体的な構成としては、第１クラッチ６ａ及び第２クラッチ６ｂは、油圧に応じて断接可能な湿式多板クラッチであり、図示しない油圧ポンプなどの油圧供給源から供給される油圧により断接作動する。また、第１クラッチ６ａ及び第２クラッチ６ｂは同軸上にて、第１クラッチ６ａは内側、第２クラッチ６ｂは外側に配設されて構成されている。 Specifically, the rotational driving force (hereinafter simply referred to as driving force) output from the engine 2 is input to the clutch unit 6 via the input shaft 12 and is branched into two systems within the clutch unit 6. The clutch unit 6 has two clutches, a first clutch 6a and a second clutch 6b. One of the driving forces of the engine 2 branched into two systems in the clutch unit 6 is on the input side of the first clutch 6a. The other is transmitted to the input side of the second clutch 6b. In FIG. 1, a simplified block diagram is shown, but as a specific configuration, the first clutch 6a and the second clutch 6b are wet multi-plate clutches that can be connected and disconnected according to the hydraulic pressure. It is connected and disconnected by the hydraulic pressure supplied from a hydraulic supply source such as a hydraulic pump. Further, the first clutch 6a and the second clutch 6b are coaxially arranged, the first clutch 6a is disposed inside, and the second clutch 6b is disposed outside.
　変速機ユニット８は、第１クラッチ６ａ及び第２クラッチ６ｂに対応して、第１変速機構８ａ及び第２変速機構８ｂの２系統の変速機構を備えている。第１クラッチ６ａに対応している第１変速機構８ａは、前進用の変速段として第１速、第３速、及び第５速の各変速段を有している。第２クラッチ６ｂに対応している第２変速機構８ｂは、前進用の変速段として第２速、第４速、及び第６速の各変速段を有している。即ち、第１クラッチ６ａの出力側は第１変速機構８ａの入力軸に連結され、第２クラッチ６ｂの出力側は第２変速機構８ｂの入力軸に連結されている。 The transmission unit 8 includes two transmission mechanisms, a first transmission mechanism 8a and a second transmission mechanism 8b, corresponding to the first clutch 6a and the second clutch 6b. The first transmission mechanism 8a corresponding to the first clutch 6a has first, third, and fifth speeds as forward speeds. The second speed change mechanism 8b corresponding to the second clutch 6b has the second speed, the fourth speed, and the sixth speed as the forward speed. That is, the output side of the first clutch 6a is connected to the input shaft of the first transmission mechanism 8a, and the output side of the second clutch 6b is connected to the input shaft of the second transmission mechanism 8b.
　そして、第１変速機構８ａの出力軸及び第２変速機構８ｂの出力軸は、共通の出力軸１４で構成され、第１変速機構８ａから出力される駆動力、及び第２変速機構８ａから出力される駆動力は、いずれもこの共通の出力軸１４を介してデファレンシャル装置１６に伝達され、左右の駆動輪１０、１０に割り振られるようになっている。このようにクラッチユニット６及び変速機ユニット８により、いわゆるデュアルクラッチトランスミッションが構成されている。 The output shaft of the first transmission mechanism 8a and the output shaft of the second transmission mechanism 8b are configured by a common output shaft 14, and the driving force output from the first transmission mechanism 8a and the output from the second transmission mechanism 8a. The driving force to be applied is transmitted to the differential device 16 via the common output shaft 14 and is allocated to the left and right drive wheels 10 and 10. Thus, the clutch unit 6 and the transmission unit 8 constitute a so-called dual clutch transmission.
電動機４は、第２クラッチ６ｂと第２変速機構８ｂとの間に介装されている。具体的には、図示しないが、電動機４は第２クラッチ６ｂの出力側の外周に配設されている。より詳しくは、電動機４のロータが第２クラッチ６ｂの出力軸の外周に固定され、電動機４のステータがクラッチユニット６のケーシングに固定されている。つまり、第２クラッチ６ｂの出力軸が電動機４の回転軸を兼用しており、第２クラッチ６ｂと共にロータがステータの内側で回転し、ロータとステータとの間に発生した磁界による駆動トルクや回生トルクが第２クラッチ６ｂを介して第２変速機構８ｂに入力されるようになっている。 The electric motor 4 is interposed between the second clutch 6b and the second transmission mechanism 8b. Specifically, although not shown, the electric motor 4 is disposed on the outer periphery on the output side of the second clutch 6b. More specifically, the rotor of the electric motor 4 is fixed to the outer periphery of the output shaft of the second clutch 6 b, and the stator of the electric motor 4 is fixed to the casing of the clutch unit 6. That is, the output shaft of the second clutch 6b also serves as the rotating shaft of the electric motor 4, and the rotor rotates together with the second clutch 6b inside the stator, so that the driving torque and regeneration due to the magnetic field generated between the rotor and the stator are Torque is input to the second transmission mechanism 8b via the second clutch 6b.
　このように車両１は、エンジン２の動力が第１クラッチ６ａから第１変速機構８ａを介して駆動輪１０に伝達される第１動力伝達系１８ａと、第２クラッチ６ｂからのエンジン２の動力及び電動機４の動力が第２変速機構８ｂを介して駆動輪１０に伝達される第２動力伝達系１８ｂとを有している。
　また、車両１には、これらエンジン２、電動機４、クラッチユニット６、及び変速機ユニット８の制御を行う車両ＥＣＵ（電子コントロールユニット）２０（制御手段）が搭載されている。なお、本実施形態では１つの車両ＥＣＵ２０により各装置の制御を行うこととしているが、例えば、エンジンＥＣＵ、電動機ＥＣＵ、変速機ＥＣＵ等をそれぞれ個別のＥＣＵを備え、それらを統合的に制御するようにしても構わない。 Thus, the vehicle 1 includes the first power transmission system 18a in which the power of the engine 2 is transmitted from the first clutch 6a to the drive wheel 10 via the first transmission mechanism 8a, and the power of the engine 2 from the second clutch 6b. And a second power transmission system 18b in which the power of the electric motor 4 is transmitted to the drive wheels 10 via the second speed change mechanism 8b.
The vehicle 1 is equipped with a vehicle ECU (electronic control unit) 20 (control means) that controls the engine 2, the electric motor 4, the clutch unit 6, and the transmission unit 8. In the present embodiment, each device is controlled by a single vehicle ECU 20. For example, an engine ECU, an electric motor ECU, a transmission ECU, and the like are provided with individual ECUs, and these are controlled in an integrated manner. It doesn't matter.
　当該車両ＥＣＵ２０は、その他車両１に搭載された各種デバイスと接続されている。例えばエンジン２の回転数を検出するエンジン回転数センサ２２（エンジン回転数検出手段）、車両１のシフト位置を検出するシフト位置センサ２４、ブレーキペダルの踏み込みを検出するブレーキセンサ２６、アクセルペダルの踏み込みを検出するアクセルセンサ２８等の各種センサが接続されており、これらのセンサが取得した情報は車両ＥＣＵ２０に入力される。 The vehicle ECU 20 is connected to various devices mounted on the other vehicle 1. For example, an engine speed sensor 22 (engine speed detection means) that detects the speed of the engine 2, a shift position sensor 24 that detects the shift position of the vehicle 1, a brake sensor 26 that detects the depression of the brake pedal, and a depression of the accelerator pedal Various sensors such as an accelerator sensor 28 for detecting the above are connected, and information acquired by these sensors is input to the vehicle ECU 20.
　車両ＥＣＵ２０は取得した情報等に基づきエンジン２の始動、停止、第１クラッチ６ａ及び第２クラッチ６ｂの断接、第１変速機構８ａ及び第２変速機構８ｂのギヤの選択、電動機４の作動停止等の制御を行う。
　例えば、車両ＥＣＵ２０は、各種センサの情報に基づき車両１の運転状態を監視し、予め定められた所定の停止条件が成立した際にはエンジン２を停止させ（いわゆるアイドルストップ）、その後所定の始動条件が成立した際にはエンジン２を再始動させる、いわゆるエンジン自動停止再始動制御（アイドルストップ・スタート制御）を行う。 The vehicle ECU 20 starts and stops the engine 2 based on the acquired information, connects / disconnects the first clutch 6a and the second clutch 6b, selects gears of the first transmission mechanism 8a and the second transmission mechanism 8b, and stops operation of the electric motor 4. Etc. are controlled.
For example, the vehicle ECU 20 monitors the driving state of the vehicle 1 based on information from various sensors, stops the engine 2 when a predetermined stop condition is established (so-called idle stop), and then starts a predetermined start. When the condition is satisfied, so-called engine automatic stop / restart control (idle stop / start control) is performed to restart the engine 2.
　具体的な停止条件としては、例えば車速が０の状態が所定時間以上であり、ブレーキセンサ２６によりブレーキペダルの踏込が検出され、電動機が使用可能であること等であり、当該停止条件が成立した際には、車両ＥＣＵ２０はエンジン２における燃料供給を停止させる（以下、燃料カットともいう）。 As specific stop conditions, for example, when the vehicle speed is 0 for a predetermined time or more, the brake sensor 26 detects the depression of the brake pedal, and the motor can be used. The stop condition is satisfied. At that time, the vehicle ECU 20 stops the fuel supply in the engine 2 (hereinafter also referred to as fuel cut).
　一方、始動条件としては、例えば停止条件が満たされなくなったこと、つまり、ブレーキセンサ２６によりブレーキペダルの踏込が検出されなくなったこと等であり、当該始動条件が成立した際には、車両ＥＣＵ２０はエンジン２の再始動を行う。
　さらに、車両ＥＣＵ２０はこのエンジン２の停止及び始動に際して、エンジン２が車体と共振する回転数域を速やかに脱却させて車体の共振を抑制するための共振抑制制御を行う。 On the other hand, the start condition is, for example, that the stop condition is not satisfied, that is, that the brake sensor 26 is no longer detected by the brake pedal 26, and when the start condition is satisfied, the vehicle ECU 20 The engine 2 is restarted.
Further, when the engine 2 is stopped and started, the vehicle ECU 20 performs resonance suppression control for quickly escaping from the rotational speed range in which the engine 2 resonates with the vehicle body to suppress the resonance of the vehicle body.
　ここで、図２を参照すると、車両ＥＣＵ２０が実行する共振抑制制御ルーチンを表したフローチャートが示されており、以下同フローチャートに沿って共振抑制制御について詳しく説明する。
　車両ＥＣＵ２０は、図２の制御ルーチンを上述したエンジン停止条件が成立した時点でスタートさせる。 Here, referring to FIG. 2, a flowchart showing a resonance suppression control routine executed by the vehicle ECU 20 is shown. The resonance suppression control will be described in detail along the same flowchart.
The vehicle ECU 20 starts the control routine of FIG. 2 when the engine stop condition described above is satisfied.
　ステップＳ１において、車両ＥＣＵ２０はシフト位置センサ２４により検出したシフト位置がＮ（ニュートラル）レンジまたはＰ（パーキング）レンジであるか否か、即ち第１変速機構８ａ及び第２変速機構８ｂのギヤがニュートラル状態にあるか否かを判別する。当該判別結果が偽（Ｎｏ）である場合、即ちシフト位置がＤ（ドライブ）レンジ等で第１変速機構８ａ及び第２変速機構８ｂのそれぞれにおいていずれかの変速段が選択されている場合は、ステップＳ２に進む。 In step S1, the vehicle ECU 20 determines whether the shift position detected by the shift position sensor 24 is in the N (neutral) range or the P (parking) range, that is, the gears of the first transmission mechanism 8a and the second transmission mechanism 8b are neutral. It is determined whether or not it is in a state. When the determination result is false (No), that is, when the shift position is the D (drive) range or the like and one of the first gears 8a and the second gears 8b is selected, Proceed to step S2.
　ステップＳ２において、車両ＥＣＵ２０は、電動機４を有する第２動力伝達系１８ｂにおける第２変速機構８ｂのギヤをニュートラル状態にするとともに、第１変速機構８ａにおいて予め定められた発進時に用いる変速段（例えば３速）を選択して、ステップＳ３に進む。
　上記ステップＳ１の判別結果が真（Ｙｅｓ）である場合、または上記ステップＳ２を経た場合、即ち少なくとも第２変速機構８ｂがニュートラルである状態でステップＳ３に進む。 In step S2, the vehicle ECU 20 sets the gear of the second transmission mechanism 8b in the second power transmission system 18b having the electric motor 4 to the neutral state, and also uses a gear stage (for example, a predetermined gear position used for starting at the first transmission mechanism 8a). 3rd speed) is selected, and the process proceeds to step S3.
If the determination result in step S1 is true (Yes) or after step S2, that is, at least in the state where the second transmission mechanism 8b is neutral, the process proceeds to step S3.
　ステップＳ３において、車両ＥＣＵ２０はエンジン２を停止すべく、エンジン２の燃料カットを行う。
　次のステップＳ４において、車両ＥＣＵ２０はクラッチユニット６に対して、第２クラッチ６ｂを接続するよう指示し、クラッチユニット６は第２クラッチ６ｂに油圧を供給してクラッチの接続を開始する。 In step S <b> 3, the vehicle ECU 20 performs a fuel cut of the engine 2 to stop the engine 2.
In the next step S4, the vehicle ECU 20 instructs the clutch unit 6 to connect the second clutch 6b, and the clutch unit 6 supplies hydraulic pressure to the second clutch 6b to start the clutch connection.
　続くステップＳ５において、車両ＥＣＵ２０はエンジン回転数センサ２２により検出されるエンジン回転数が０であるか否かを判別する。なお、当該判定においては必ずしもエンジン回転数が完全に０である必要はなく、０回転とみなすことができる予め設定した０付近の範囲（略０回転）を０回転として判別する。当該判別結果が偽（Ｎｏ）である場合、即ち燃料カットを行いエンジン回転数が低下している最中である場合は、ステップＳ６に進む。
　ステップＳ６において、車両ＥＣＵ２０は第２クラッチ６ｂが完全に接続された接続状態にあるか否かを判別する。当該判別結果が偽（Ｎｏ）である場合は、ステップＳ４に戻り第２クラッチ６ｂの接続指示を維持し、ステップＳ５においてエンジン回転数が略０でない場合は当該ステップＳ６に戻る。 In subsequent step S5, the vehicle ECU 20 determines whether or not the engine speed detected by the engine speed sensor 22 is zero. In this determination, the engine speed does not necessarily have to be completely 0, and a preset range near 0 (substantially 0 rotation) that can be regarded as 0 rotation is determined as 0 rotation. If the determination result is false (No), that is, if the fuel is cut and the engine speed is decreasing, the process proceeds to step S6.
In step S6, the vehicle ECU 20 determines whether or not the second clutch 6b is in a connected state. If the determination result is false (No), the process returns to step S4 to maintain the connection instruction of the second clutch 6b. If the engine speed is not substantially 0 in step S5, the process returns to step S6.
　一方、第２クラッチ６ｂが接続された場合は、ステップＳ６の判別結果が真（Ｙｅｓ）となり、ステップＳ７に進む。
　ステップＳ７において、車両ＥＣＵ２０は、第２クラッチ６ｂが接続されていることでエンジン２と同期回転する電動機４に対し、当該回転を停止させる制御を行う。つまり、電動機４は、エンジン２の回転と逆方向のトルクを生じさせることで、エンジン２の回転に対して負荷をかける。 On the other hand, if the second clutch 6b is connected, the determination result of step S6 is true (Yes), and the process proceeds to step S7.
In step S <b> 7, the vehicle ECU 20 performs control to stop the rotation of the electric motor 4 that rotates in synchronization with the engine 2 because the second clutch 6 b is connected. That is, the electric motor 4 applies a load to the rotation of the engine 2 by generating a torque in the opposite direction to the rotation of the engine 2.
　続くステップＳ８では、エンジン回転数が略０であるか否かを判別する。当該判別結果が偽（Ｎｏ）である場合は、ステップＳ７に戻り、電動機４の回転を０にする制御を維持する。一方、エンジン回転数が略０、即ちエンジン２が完全に停止した場合には、ステップＳ９に進む。
　ステップＳ５またはステップＳ８における判別結果が真（Ｙｅｓ）、即ちエンジン２の回転数が略０になった場合には、ステップＳ９において、電動機４の負荷を０にして、当該ルーチンを終了する。 In a succeeding step S8, it is determined whether or not the engine speed is substantially zero. When the determination result is false (No), the process returns to step S7, and the control for setting the rotation of the motor 4 to 0 is maintained. On the other hand, when the engine speed is substantially 0, that is, when the engine 2 is completely stopped, the process proceeds to step S9.
If the determination result in step S5 or step S8 is true (Yes), that is, if the rotational speed of the engine 2 becomes substantially zero, the load of the electric motor 4 is set to zero in step S9, and the routine ends.
　このようにして、車両ＥＣＵ２０はアイドルストップにおいて、電動機４によりエンジン２の停止を促進する制御を行う。
　その後、車両ＥＣＵ２０は、上述した始動条件が成立すると、第１クラッチ６ａは切断状態のまま、第２クラッチ６ｂを接続して、電動機４によりエンジン２を回転させることでエンジン２の始動を行う。エンジン２が始動して車両１を発進させる際には、アイドルストップ時のシフト位置がＤレンジであった場合には、第２クラッチ６ｂを切断して第１クラッチ６ａを接続することで第１変速機構８ａにおいてすでに選択されているギヤによる発進が行われる。アイドルストップ時のシフト位置がＮレンジまたはＰレンジであった場合は、エンジン２の始動中または始動後に第１変速機構８ａにおいて発進に用いるギヤを選択した上で第２クラッチ６ｂを切断して第１クラッチ６ａを接続することで発進を行う。 In this way, the vehicle ECU 20 performs control for promoting the stop of the engine 2 by the electric motor 4 at the idle stop.
Thereafter, when the above-described start condition is satisfied, the vehicle ECU 20 starts the engine 2 by connecting the second clutch 6b while the first clutch 6a is disengaged and rotating the engine 2 by the electric motor 4. When the engine 2 is started and the vehicle 1 is started, if the shift position at the time of idling stop is in the D range, the first clutch 6a is connected by disconnecting the second clutch 6b and connecting the first clutch 6a. Starting with the gear already selected in the transmission mechanism 8a is performed. When the shift position at the time of idling stop is the N range or the P range, the first transmission mechanism 8a selects the gear to be used for starting during or after the engine 2 is started, and then the second clutch 6b is disengaged to Start by connecting 1 clutch 6a.
　以上のように、第１動力伝達系１８ａと、電動機４を介装する第２動力伝達系１８ｂの２つの動力伝達系を有するハイブリッド電気自動車において、エンジン２の停止条件が成立した場合には、エンジン２の燃料カットを行うとともに（ステップＳ３）、少なくとも第２動力伝達系１８ｂにおける第２変速機構８ｂをニュートラル状態とし（ステップＳ１、Ｓ２）、第１クラッチ６ａは切断状態に、第２クラッチ６ｂは接続状態として（ステップＳ４）、電動機４の回転を停止させるよう制御する（ステップＳ７）。 As described above, in the hybrid electric vehicle having the two power transmission systems of the first power transmission system 18a and the second power transmission system 18b interposing the electric motor 4, when the stop condition of the engine 2 is satisfied, While cutting the fuel of the engine 2 (step S3), at least the second transmission mechanism 8b in the second power transmission system 18b is set to the neutral state (steps S1 and S2), the first clutch 6a is in the disconnected state, and the second clutch 6b. As a connected state (step S4), control is performed to stop the rotation of the electric motor 4 (step S7).
　つまり、第２動力伝達系１８ｂにおける第２変速機構８ｂをニューラル状態として駆動輪１０への動力を遮断した上で、第２クラッチ６ｂを接続して第２動力伝達系１８ｂをエンジン２に接続する。これにより、第２動力伝達系１８ｂに備えられた電動機４とエンジン２の回転は同期することとなり、当該電動機４の回転を停止させるよう、即ち負荷をかけるよう制御することで、エンジン回転を速やかに停止させることができる。 That is, the second speed change mechanism 8b in the second power transmission system 18b is in a neural state to cut off power to the drive wheels 10, and then the second clutch 6b is connected and the second power transmission system 18b is connected to the engine 2. . As a result, the rotation of the electric motor 4 provided in the second power transmission system 18b and the rotation of the engine 2 are synchronized, and the rotation of the electric motor 4 is controlled to stop, that is, to apply a load. Can be stopped.
　こうして、エンジン２の回転を速やかに停止させることで、車体との共振が生じる回転数域を速やかに脱却させることができ、車体振動を抑制し運転者への不快感を軽減することができる。
　また、エンジン２の燃料カット後（ステップＳ３）、第２クラッチ６ｂの接続を開始して完全に接続状態となる前にエンジン２の回転が停止したような場合には（ステップＳ５）、直ちに電動機４により生じる負荷が０とするよう制御する（ステップＳ９）。このように、エンジン２と電動機４とが同期回転する前にエンジン２が停止した場合には、電動機４の負荷を生じさせないよう制御することで、電動機４における無駄な放電を抑制することができる。 Thus, by quickly stopping the rotation of the engine 2, the rotational speed range in which resonance with the vehicle body occurs can be promptly escaped, and the vehicle body vibration can be suppressed and the discomfort to the driver can be reduced.
Further, after the engine 2 has been fuel cut (step S3), when the rotation of the engine 2 is stopped before the second clutch 6b starts to be fully connected (step S5), the electric motor is immediately used. 4 is controlled so that the load generated by 4 is zero (step S9). Thus, when the engine 2 is stopped before the engine 2 and the electric motor 4 are synchronously rotated, wasteful discharge in the electric motor 4 can be suppressed by controlling so as not to cause a load on the electric motor 4. .
　さらに、エンジン２の回転を完全に停止させた後、所定の始動条件を満たした場合には、第１クラッチ６ａを切断し、第２クラッチ６ｂを接続することで第２動力伝達系１８ｂをエンジン２と接続し、当該第２動力伝達系１８ｂが有する電動機４によりエンジン２を始動させる。
　このように、エンジン始動用のスタータ等よりも高トルクを発生可能な駆動用の電動機４をエンジン２の始動に用いることで、エンジン２を速やかに始動させることができ、始動時における車体の振動も抑制することができる。 Furthermore, after the rotation of the engine 2 is completely stopped, when a predetermined start condition is satisfied, the first clutch 6a is disconnected and the second clutch 6b is connected to connect the second power transmission system 18b to the engine. 2 and the engine 2 is started by the electric motor 4 included in the second power transmission system 18b.
Thus, by using the driving electric motor 4 capable of generating higher torque than the starter for starting the engine for starting the engine 2, the engine 2 can be started quickly, and the vibration of the vehicle body at the time of starting Can also be suppressed.
　以上で本発明に係るハイブリッド電気自動車の制御装置の実施形態についての説明を終えるが、実施形態は上記実施形態に限られるものではない。
　上記実施形態では、エンジン２の始動後、第２クラッチ６ｂを切断し第１クラッチ６ａを接続することで、第１変速機構８ａにて選択されているギヤでの発進を行っているが、例えば、始動時における第２クラッチを接続する前に第２変速機構において発進に用いるギヤを選択しておくことで、第２クラッチを接続して電動機を作動させて、エンジンの始動とともに車両の発進を行うようにしても構わない。 Although the description of the embodiment of the control apparatus for a hybrid electric vehicle according to the present invention is finished above, the embodiment is not limited to the above embodiment.
In the above embodiment, after the engine 2 is started, the second clutch 6b is disconnected and the first clutch 6a is connected to start the gear with the gear selected by the first transmission mechanism 8a. By selecting a gear to be used for starting in the second speed change mechanism before connecting the second clutch at the time of starting, the second clutch is connected and the electric motor is operated to start the vehicle as the engine starts. You may make it.
　また、上記実施形態では、共振抑制制御ルーチンにおいてシフト位置がＮレンジまたはＰレンジ以外の場合は（ステップＳ１）、第２変速機構８ｂをニュートラルにし、第１変速機構８ａは発進に用いる変速段を選択することとしているが（ステップＳ２）、制御を簡略化するために、シフト位置がＮレンジまたはＰレンジ以外の場合は当該ルーチンを終了させるものとしても構わない。 Further, in the above embodiment, when the shift position is other than the N range or the P range in the resonance suppression control routine (step S1), the second transmission mechanism 8b is set to neutral, and the first transmission mechanism 8a sets the gear stage used for starting. However, in order to simplify the control, the routine may be terminated when the shift position is other than the N range or the P range.
　また、上記実施形態では、所定の停止条件及び所定の始動条件は上述したものに限られない。上記実施形態では、所定の停止条件及び所定の始動条件を自動停止再始動制御に基づくものとしたが、所定の停止条件及び所定の始動条件を、例えば運転者によるキー操作またはスイッチ操作によるものや、電動機のみでの走行を行う場合等の通常の停止動作、通常の始動動作に設定することで、自動停止再始動制御に限らず通常の停止時、始動時においても本発明の共振抑制制御を適用することができる。 In the above embodiment, the predetermined stop condition and the predetermined start condition are not limited to those described above. In the above embodiment, the predetermined stop condition and the predetermined start condition are based on the automatic stop / restart control. However, the predetermined stop condition and the predetermined start condition are, for example, those by key operation or switch operation by the driver, By setting the normal stop operation and normal start operation, such as when running only with an electric motor, the resonance suppression control of the present invention is not limited to automatic stop / restart control but also during normal stop and start. Can be applied.
　　１　車両
　　２　エンジン
　　４　電動機
　　６　クラッチユニット
　　６ａ　第１クラッチ
　　６ｂ　第２クラッチ
　　８　変速機ユニット
　　８ａ　第１変速機構
　　８ｂ　第２変速機構
　１０　駆動輪
　１８ａ　第１動力伝達系
　１８ｂ　第２動力伝達系
　２０　車両ＥＣＵ（電動機制御手段）
　２２　エンジン回転数センサ（エンジン回転数検出手段）
　２４　シフト位置センサ
　２６　ブレーキセンサ
　２８　アクセルセンサ
　Ｓ１　シフト位置＝Ｎ　or　Ｐ？（第１、第２変速機構のギヤニュートラル）
　Ｓ２　第２変速機構をニュートラルに、第１変速機構は発進段選択
　Ｓ３　エンジン燃料カット
　Ｓ４　第２クラッチ接続指示
　Ｓ５　エンジン回転数＝０？
　Ｓ６　第２クラッチ接続状態？
　Ｓ７　電動機の回転を０にするよう制御（電動機によりエンジンに負荷をかける）
　Ｓ８　エンジン回転数＝０？
　Ｓ９　電動機の負荷を０にする DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 4 Electric motor 6 Clutch unit 6a 1st clutch 6b 2nd clutch 8 Transmission unit 8a 1st transmission mechanism 8b 2nd transmission mechanism 10 Drive wheel 18a 1st power transmission system 18b 2nd power transmission system 20 Vehicle ECU ( Electric motor control means)
22 engine speed sensor (engine speed detection means)
24 shift position sensor 26 brake sensor 28 accelerator sensor S1 shift position = N or P? (Gear neutral of the first and second transmission mechanisms)
S2 The second speed change mechanism is neutral, and the first speed change mechanism is the start stage selection. S3 Engine fuel cut S4 Second clutch connection instruction S5 Engine speed = 0?
S6 Second clutch engaged?
S7 Control to turn the motor to zero (load the engine with the motor)
S8 Engine speed = 0?
S9 Set the motor load to 0

Claims (4)

  1. 　車両の駆動源としてのエンジン及び電動機と、
    　第１の変速機構及び第２の変速機構を有する変速機と、
    　前記エンジンの動力が前記第１の変速機構を介して駆動輪に伝達される第１の動力伝達系と、
    　前記エンジン及び前記電動機の動力が前記第２の変速機構を介して前記駆動輪に伝達される第２の動力伝達系と、
    　前記第１の動力伝達系においてエンジン及び変速機との間に設けられた第１のクラッチと、
    　前記第２の動力伝達系においてエンジン及び電動機との間に設けられた第２のクラッチと、を備えるハイブリッド電気自動車の制御装置であって、
    　前記車両の運転状態が所定の停止条件を満たした場合に、前記エンジンの燃料供給を停止させるとともに、少なくとも前記第２の変速機構をニュートラル状態とし、前記第１のクラッチが切断され、前記第２のクラッチが接続された状態で、前記エンジンを速やかに停止させるべく、前記電動機の回転を停止させるよう前記電動機を制御する制御手段を、備えたことを特徴とするハイブリッド電気自動車の制御装置。     An engine and an electric motor as a drive source of the vehicle;
    A transmission having a first transmission mechanism and a second transmission mechanism;
    A first power transmission system in which power of the engine is transmitted to drive wheels via the first transmission mechanism;
    A second power transmission system in which power of the engine and the electric motor is transmitted to the drive wheels via the second speed change mechanism;
    A first clutch provided between the engine and the transmission in the first power transmission system;
    A control device for a hybrid electric vehicle comprising: a second clutch provided between the engine and the electric motor in the second power transmission system;
    When the driving state of the vehicle satisfies a predetermined stop condition, the fuel supply to the engine is stopped, at least the second speed change mechanism is set to a neutral state, the first clutch is disconnected, and the second clutch A control apparatus for a hybrid electric vehicle, comprising: control means for controlling the electric motor to stop the rotation of the electric motor so as to stop the engine quickly with the clutch connected.
  2. 　前記エンジンの回転数を検出するエンジン回転数検出手段を備え、
    　前記制御手段は、
    　前記第２のクラッチが接続される前に、前記エンジン回転数検出手段により検出される前記エンジンの回転数が略０となった場合には、前記電動機により生じる負荷が０となるよう制御することを特徴とする請求項１記載のハイブリッド電気自動車の制御装置。     An engine speed detecting means for detecting the engine speed;
    The control means includes
    If the engine speed detected by the engine speed detecting means becomes substantially zero before the second clutch is connected, control is performed so that the load generated by the electric motor becomes zero. The control apparatus for a hybrid electric vehicle according to claim 1.
  3. 　前記制御手段は、
    　前記エンジンの回転停止後、前記車両の運転状態が前記所定の始動条件を満たした場合に、前記第１のクラッチを切断状態とし、前記第２のクラッチを接続状態として、前記電動機により前記エンジンを始動させるよう前記電動機を制御することを特徴とする請求項１または２に記載のハイブリッド電気自動車の制御装置。     The control means includes
    After the engine stops rotating, when the driving state of the vehicle satisfies the predetermined start condition, the first clutch is disengaged, the second clutch is disengaged, and the motor is operated by the electric motor. The control apparatus for a hybrid electric vehicle according to claim 1, wherein the electric motor is controlled to be started.
  4. 　車両の駆動源としてのエンジン及び電動機と、
    　第１の変速機構及び第２の変速機構を有する変速機と、
    　前記エンジンの動力が前記第１の変速機構を介して駆動輪に伝達される第１の動力伝達系と、
    　前記エンジン及び前記電動機の動力が前記第２の変速機構を介して前記駆動輪に伝達される第２の動力伝達系と、
    　前記第１の動力伝達系においてエンジン及び変速機との間に設けられた第１のクラッチと、
    　前記第２の動力伝達系においてエンジン及び電動機との間に設けられた第２のクラッチと、を備えるハイブリッド電気自動車の制御方法であって、
    　前記車両の運転状態が所定の停止条件を満たした場合に、前記エンジンの燃料供給を停止させるステップと、
    　少なくとも前記第２の変速機構をニュートラル状態とし、前記第１のクラッチを切断し、前記第２のクラッチを接続するステップと、
    　前記エンジンを速やかに停止させるべく、前記電動機の回転を停止させるよう前記電動機を制御するステップと
    を、備えたことを特徴とするハイブリッド電気自動車の制御方法。     An engine and an electric motor as a drive source of the vehicle;
    A transmission having a first transmission mechanism and a second transmission mechanism;
    A first power transmission system in which power of the engine is transmitted to drive wheels via the first transmission mechanism;
    A second power transmission system in which power of the engine and the electric motor is transmitted to the drive wheels via the second speed change mechanism;
    A first clutch provided between the engine and the transmission in the first power transmission system;
    A control method of a hybrid electric vehicle comprising: a second clutch provided between an engine and an electric motor in the second power transmission system;
    Stopping the fuel supply of the engine when the driving state of the vehicle satisfies a predetermined stop condition;
    At least setting the second speed change mechanism to a neutral state, disengaging the first clutch, and connecting the second clutch;
    And a step of controlling the electric motor to stop the rotation of the electric motor in order to stop the engine quickly.
PCT/JP2012/074668 2011-09-29 2012-09-26 Control device and control method for hybrid electric automobile WO2013047571A1 (en)

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