WO2013146175A1 - Organe de commande de changement de vitesse destiné à la décélération à commande électrique d'un véhicule hybride - Google Patents

Organe de commande de changement de vitesse destiné à la décélération à commande électrique d'un véhicule hybride Download PDF

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Publication number
WO2013146175A1
WO2013146175A1 PCT/JP2013/056388 JP2013056388W WO2013146175A1 WO 2013146175 A1 WO2013146175 A1 WO 2013146175A1 JP 2013056388 W JP2013056388 W JP 2013056388W WO 2013146175 A1 WO2013146175 A1 WO 2013146175A1
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WIPO (PCT)
Prior art keywords
electric
deceleration
continuously variable
variable transmission
downshift
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PCT/JP2013/056388
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English (en)
Japanese (ja)
Inventor
加藤　芳章
圭一 中尾
亮 高野
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ジヤトコ株式会社
日産自動車株式会社
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Publication of WO2013146175A1 publication Critical patent/WO2013146175A1/fr

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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6602—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path
    • F16H2061/6603—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path characterised by changing ratio in the mechanical gearing
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention is a hybrid vehicle equipped with an engine and an electric motor as a power source and capable of selecting an electric travel mode (EV mode) using only the electric motor and a hybrid travel mode (HEV mode) based on cooperation between the electric motor and the engine.
  • EV mode electric travel mode
  • HEV mode hybrid travel mode
  • the present invention relates to a shift control device at the time of deceleration during electric travel.
  • a vehicle as described in Patent Document 1 is conventionally known.
  • This hybrid vehicle is of a type in which an engine, which is one power source, is detachably connected to a wheel by a clutch, and an electric motor, which is the other power source, is always coupled to the wheel.
  • Such a hybrid vehicle is capable of electric travel (EV travel) in the EV mode using only the electric motor by releasing the clutch and stopping the engine, and starting the engine and engaging the clutch.
  • Hybrid running (HEV running) in HEV mode is possible by cooperation of the electric motor and engine.
  • the engine and the continuously variable transmission are disconnected from the wheels, and the engine (continuously variable transmission) is rotated (dragged) during EV travel.
  • the energy loss can be avoided and the energy efficiency can be increased.
  • the vehicle when the accelerator pedal is released during HEV traveling and the vehicle shifts to coasting (inertia) traveling, or when the vehicle is braked by depressing the brake pedal thereafter, the vehicle is regenerated by an electric motor.
  • the energy efficiency is also improved by converting the kinetic energy into electric power and storing it in the battery.
  • the engine should be stopped so that unnecessary operation is not performed. Therefore, the fuel to the engine that was being executed during the coasting (inertia) traveling In order to stop injection (fuel cut) even when the clutch is released, it is customary to prohibit the restart of fuel injection (fuel recovery) to the engine and stop the engine when the clutch is released.
  • the clutch and the continuously variable transmission are controlled using the oil from the engine driven manual pump as the working medium.
  • the continuously variable transmission is not driven by the wheels when the clutch is disengaged, basically, the shift state when the engine is stopped by the transition to EV regeneration, or the mechanism of the continuously variable transmission The determined speed change state remains.
  • the speed change state of the continuously variable transmission remains unchanged even when the vehicle speed gradually decreases due to EV regeneration and the vehicle stops. For this reason, the continuously variable transmission may stop with the high gear ratio other than the vicinity of the lowest gear ratio selected, and when the vehicle is started next time, the so-called high start in the high gear ratio selected state may occur. It may become.
  • This high start makes the vehicle unable to start, particularly when starting on an uphill road, due to a lack of torque due to the high side gear ratio, and this inability to start prevents rotation of the continuously variable transmission at the same time.
  • the continuously variable transmission can only shift when the vehicle is running by rotation, the above-mentioned inability to start disables the downshift of the continuously variable transmission to the vicinity of the lowest gear ratio. In other words, the vehicle is left in an unstartable state.
  • the problem of the above-mentioned high start occurs not only at the time of deceleration during EV regeneration as described above, but also at the time of deceleration during electric travel without regenerative braking.
  • Patent Document 1 although not for high start prevention control, the electric pump is kept in an operating state while the electric pump is disengaged and the engine is stopped (when the manual pump is stopped). Discloses a technique for controlling the speed of a continuously variable transmission with hydraulic fluid from the engine so that the transmission gear ratio is in accordance with the driving state of the vehicle.
  • the electric pump is kept running at all times during the electric travel (while the manual pump is stopped), the following problems occur.
  • the hybrid vehicle of the type described above that is, the hybrid vehicle of the type in which the engine is detachable by the clutch and is drivingly coupled to the wheel and the electric motor is always coupled to the wheel, the electric vehicle is running with the engine stopped.
  • the continuously variable transmission is not involved in any power transmission due to the release of the clutch.
  • the continuously variable transmission is controlled to be controlled to prevent high start in the low vehicle speed range. Therefore, it is an object of the present invention to propose a shift control device for electric traveling deceleration of a hybrid vehicle that can prevent the high start without causing the above-described problem that the energy consumption increases.
  • the electric vehicle deceleration speed change control device for a hybrid vehicle is configured as follows. First, a hybrid vehicle which is a premise of the present invention will be described.
  • This vehicle includes an electric motor in addition to an engine as a power source, and is connected / disconnected by a working medium controlled by a working pump driven by the engine.
  • the engine and the continuously variable transmission are detachably drive-coupled to the wheels, and the electric connection can be performed only by the electric motor by releasing the connection / disconnection means and stopping the engine.
  • the vehicle is capable of hybrid traveling by cooperation of the electric motor and the engine.
  • the present invention is characterized in that the hybrid vehicle is provided with the following electric traveling deceleration vehicle speed detecting means and downshift generating means as described below.
  • the former electric traveling deceleration vehicle speed detecting means detects the vehicle speed during deceleration in the electric traveling state, and the latter downshift generating means is such that the detected electric traveling deceleration vehicle speed decreases below the set vehicle speed.
  • the connection / disconnection means is engaged, the continuously variable transmission is rotated to cause a downshift to a low gear ratio.
  • FIG. 1 is a schematic system diagram showing an overall control system related to a drive system of a hybrid vehicle including an electric travel deceleration speed change control device according to a first embodiment of the present invention.
  • FIG. 2 is a flowchart showing a shift control program for electric travel deceleration of the hybrid vehicle in FIG. 1.
  • FIG. 3 is an operation time chart of the electric travel deceleration shift control shown in FIG. 2.
  • FIG. 1 is a schematic system diagram showing an overall control system related to a drive system of a hybrid vehicle including an electric travel deceleration speed change control device according to a first embodiment of the present invention.
  • FIG. 2 is a flowchart showing a shift control program for electric travel deceleration of the hybrid vehicle in FIG. 1.
  • FIG. 3 is an operation time chart of the electric travel deceleration shift control shown in FIG. 2.
  • FIG. 1 is a schematic system diagram showing an overall control system related to a drive system of a hybrid vehicle including an electric travel deceleration speed change control device according to
  • FIG. 1 shows a hybrid vehicle including an electric travel deceleration speed change control device according to a first embodiment of the present invention, wherein (a) is a schematic system diagram showing a main part related to a drive system of the hybrid vehicle and its control system; (b) is an engagement logic diagram of the shift friction element of the sub-transmission built in the V-belt continuously variable transmission in the drive system of the hybrid vehicle.
  • 5 is a flowchart showing a shift control program for electric travel deceleration of the hybrid vehicle in FIG.
  • FIG. 5 shows an operation time chart of the electric travel deceleration shift control shown in FIG. 5, (a) is an operation time chart of the electric travel deceleration shift control during slow deceleration, and (b) is the electric travel during sudden deceleration. It is an operation
  • FIG. 1 is a schematic system diagram showing an overall control system related to a drive system of a hybrid vehicle including an electric travel deceleration speed change control device according to a first embodiment of the present invention.
  • the hybrid vehicle is mounted with the engine 1 and the electric motor 2 as power sources, and the engine 1 is started by the starter motor 3.
  • the engine 1 is drive-coupled to the driving wheel 5 through a V-belt type continuously variable transmission 4 so as to be appropriately separable, and the V-belt type continuously variable transmission 4 is as outlined below.
  • the V-belt type continuously variable transmission 4 includes a continuously variable transmission mechanism CVT including a primary pulley 6, a secondary pulley 7, and a V belt 8 spanned between the pulleys 6 and 7 as main components.
  • the primary pulley 6 is coupled to the crankshaft of the engine 1 via a torque converter T / C
  • the secondary pulley 7 is coupled to the drive wheel 5 via a clutch (connection / disconnection means) CL and a final gear set 9 in sequence.
  • the clutch CL engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C, and then reaches the drive wheel 5 via the V belt 8, the clutch CL and the final gear set 9 in sequence. Used for running hybrid vehicles.
  • the pulley V groove of the secondary pulley 7 is enlarged while the pulley V groove of the primary pulley 6 is reduced, so that the V belt 8 is wound around the primary pulley 6 and the arc diameter is increased.
  • the winding arc diameter with the secondary pulley 7 is reduced, and the V-belt continuously variable transmission 4 performs an upshift to the high pulley ratio.
  • the winding belt diameter of the V belt 8 with the primary pulley 6 is reduced and at the same time the secondary pulley 7
  • the V-belt continuously variable transmission 4 is downshifted to a low pulley ratio.
  • the electric motor 2 is always coupled to the drive wheel 5 via the final gear set 11, and the electric motor 2 is driven via the inverter 13 by the power of the battery 12.
  • the inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2 and adjusts the power supplied to the electric motor 2 to control the driving force and the rotational direction of the electric motor 2.
  • the electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking described later. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 to act as a generator, and the generated power of the electric motor 2 is stored in the battery 12.
  • the hybrid vehicle can perform hybrid traveling (HEV traveling) by cooperation of the engine 1 and the electric motor 2.
  • the brake disk 14 that rotates together with the drive wheel 5 is clamped by the caliper 15 to be braked.
  • the caliper 15 is connected to a master cylinder 18 that responds to the depression force of the brake pedal 16 that the driver depresses and outputs a brake fluid pressure corresponding to the brake pedal depression force under the boost of the negative pressure type brake booster 17.
  • the brake disc 14 (drive wheel 5) is braked by operating the caliper 15 with the brake fluid pressure.
  • the hybrid vehicle In both EV mode and HEV mode, the hybrid vehicle is driven with the driving wheel 5 with the torque according to the driving force command that the driver depresses the accelerator pedal 19 and commands with the driving force according to the driver's request. Is done.
  • Hybrid vehicle travel mode selection, engine 1 output control, electric motor 2 rotational direction control and output control, continuously variable transmission 4 shift control and clutch CL engagement / release control, and battery 12 charge / discharge Control is performed by the hybrid controller 21 via the corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25, respectively.
  • the hybrid controller 21 includes a signal from the brake pedal force sensor 26 that detects the pedal effort Fb of the brake pedal 16, a signal from the accelerator pedal position sensor 27 that detects the accelerator pedal depression amount (accelerator pedal position) APO, and the vehicle speed VSP. And a signal from the vehicle speed sensor 32 for detecting.
  • the hybrid controller 21 also exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.
  • the engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21. Perform output control.
  • the battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.
  • the transmission controller 24 responds to a command and internal information from the hybrid controller 21 and uses oil from an oil pump (manual pump) O / P that is driven by the engine while the HEV is running as the working medium. Also, during EV running when the engine 1 is stopped, the electric pump 34 is started and the oil from now on is used as a working medium to control the transmission of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) and to engage the clutch CL. , Release control.
  • an oil pump manual pump
  • step S11 includes the time of deceleration during EV traveling without regenerative braking.
  • Step S12 corresponds to the electric traveling deceleration vehicle speed detecting means in the present invention.
  • the vehicle speed VSP is a low vehicle speed equal to or lower than the set vehicle speed VSPs0.
  • the set vehicle speed VSPs0 can finish downshifting the continuously variable transmission 4 to a gear ratio in the vicinity of the lowest gear ratio (preferably the lowest gear ratio) even if the shift response delay of the continuously variable transmission 4 is taken into consideration. Set the vehicle speed to the lower limit of the vehicle speed range.
  • step S12 While it is determined in step S12 that the vehicle speed VSP has not decreased to the set vehicle speed VSPs0, the variable speed control of the continuously variable transmission 4 is not performed by returning to the original control and waiting, and the clutch CL is disengaged and the engine 1 Due to the stop state (see step S11), the continuously variable transmission 4 is left in the state of the speed change state determined by the mechanism.
  • step S14 whether or not the pulley ratio i of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) has reached the lowest gear ratio (or a gear ratio close to this) due to such downshifting.
  • Control is returned to step S13 until the pulley ratio i of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) reaches the lowest gear ratio, and the continuously variable transmission using oil from the electric pump 34 as the working medium.
  • Continue downshifting of machine 4 V-belt type continuously variable transmission mechanism CVT).
  • step S14 advances the control to step S15, and the continuously variable transmission 4 (step S13)
  • the downshift of the V belt type continuously variable transmission mechanism (CVT) is completed.
  • step S15 it is checked whether the vehicle has stopped or is still running depending on whether the vehicle speed VSP is 0 or not.
  • step S15 While it is determined that the vehicle is still traveling in step S15, the CVT pulley ratio i has reached the lowest gear ratio (step S14), and the continuously variable transmission 4 (V belt) using oil from the electric pump 34 as the working medium. Since the downshift of the type continuously variable transmission mechanism CVT) is unnecessary, the electric pump 34 is stopped in step S16.
  • step S15 When it is determined that the vehicle has stopped in step S15, the electric pump 34 is also used for improving the restart response after the idling stop while the vehicle is stopped. Therefore, in step S17, the electric pump 34 is subjected to idling stop control.
  • the idling stop response control is as follows.
  • the engine 1 is stopped and oil from the manual pump O / P cannot be obtained, and the variable speed hydraulic circuit of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) is filled with oil.
  • the oil from the engine driven mobile pump O / P is supplied to the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT).
  • the time required until the shift hydraulic pressure circuit is filled and the shift control pressure is generated becomes a response delay in restart.
  • the electric pump 34 is operated, and the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT is operated with the oil from now on. ) Is filled.
  • the operation of the electric pump 34 for that purpose is idling stop control of the electric pump 34 in step S17, and this control is continued until the engine 1 is started and oil is discharged from the mobile pump O / P. .
  • step S12 When the vehicle speed VSP decreases to the set vehicle speed VSPs0 due to the above-described EV deceleration travel (step S12), the electric pump 34 is activated to engage the clutch CL using the oil as a working medium and the continuously variable transmission 4
  • the high start prevention downshift (step S13) is performed, and the CVT pulley ratio i goes to the lowest speed ratio as shown in FIG.
  • the operation of the electric pump 34, the engagement of the clutch CL, and the downshift for high start prevention of the continuously variable transmission 4 are continued until the instant t4 in FIG. 3 when the CVT pulley ratio i becomes the lowest gear ratio (step S14).
  • step S16 the electric pump 34 is deactivated (step S16), and the continuously variable transmission 4 is brought into the lowest gear ratio selection state in combination with the stop of the engine 1 due to the released state of the clutch CL. keep.
  • the electric pump 34 is started at the instant t3 when the EV travel deceleration vehicle speed VSP falls below the set vehicle speed VSPs0, and the clutch CL is engaged by the oil from now on.
  • the vehicle speed VSP is used for dragging and rotating the continuously variable transmission 4 by the drive wheels 5 and supplying the secondary pulley pressure for downshifting to the continuously variable transmission 4 to downshift the continuously variable transmission 4 to the low gear ratio.
  • the continuously variable transmission 4 can be shifted to the lowest speed ratio, and the subsequent restart can be prevented from becoming a high start, and the vehicle can be prevented from starting. can do.
  • the downshift for preventing the high start of the continuously variable transmission 4 is performed from the instant t3 when the vehicle speed VSP during EV traveling deceleration decreases to the set vehicle speed VSPs0 or less, the electric motor that discharges oil that causes this downshift
  • the operation time of the pump 34 is the minimum necessary from the instant t3 to the lowest speed ratio achievement instant t4, and the electric pump 34 is not wastefully driven. Therefore, it is possible to achieve the above-mentioned high start prevention while minimizing the pump drive energy and avoiding the loss of the characteristics of the hybrid vehicle that is good in energy efficiency.
  • the downshift for preventing the high start is not performed, so the downshift is performed at the high vehicle speed before the instant t3. It is possible to prevent the input side rotation of the continuously variable transmission 4 from being blown out, and it is not necessary to perform a shift to eliminate this blown state, and the driver can set the accelerator opening APO before the instant t3. Even if there is a change from the deceleration state to the acceleration state due to the increase, the downshift state for preventing a high start has not yet started, so the continuously variable transmission 4 is returned from the downshift state to the state corresponding to the driving operation. There is no need for shifting.
  • the V-belt type continuously variable transmission mechanism CVT (secondary pulley 7) and the drive wheel 5 are detachably coupled
  • the continuously variable transmission 4 includes a sub-transmission 31 between the V-belt continuously variable transmission mechanism CVT (secondary pulley 7) and the drive wheel 5 as illustrated in FIG. 4 (a).
  • the frictional elements (clutch, brake, etc.) that control the shift of the sub-transmission 31 are used to separate the V-belt continuously variable transmission mechanism CVT (secondary pulley 7) from the drive wheel 5.
  • the sub-transmission 31 in FIG. 4 (a) includes composite sun gears 31s-1 and 31s-2, an inner pinion 31pin, an outer pinion 31pout, a ring gear 31r, and a carrier 31c that rotatably supports the pinions 31pin and 31pout. It consists of a Ravigneaux type planetary gear set consisting of Of the composite sun gears 31s-1 and 31s-2, the sun gear 31s-1 is coupled to the secondary pulley 7 so as to act as an input rotation member, and the sun gear 31s-2 is arranged coaxially with respect to the secondary pulley 7, but freely rotates. To be able to.
  • the inner pinion 31pin is engaged with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31s-2 are respectively engaged with the outer pinion 31pout.
  • the outer pinion 31pout meshes with the inner periphery of the ring gear 31r, and is coupled to the final gear set 9 so that the carrier 31c acts as an output rotating member.
  • the carrier 31c and the ring gear 31r can be appropriately connected by the high clutch H / C, the ring gear 31r can be appropriately fixed by the reverse brake R / B, and the sun gear 31s-2 can be appropriately fixed by the low brake L / B. .
  • the sub-transmission 31 fastens the high-clutch H / C, reverse brake R / B, and low brake L / B, which are shift friction elements, in the combinations indicated by the circles in FIG.
  • the first forward speed, the second speed, and the reverse gear position can be selected by releasing as shown by x in (b).
  • the sub-transmission 31 When the high clutch H / C, reverse brake R / B, and low brake L / B are all released, the sub-transmission 31 is in a neutral state where no power is transmitted.
  • the transmission 31 When the transmission 31 is in the first forward speed selection (deceleration) state and the high clutch H / C is engaged, the auxiliary transmission 31 is in the second forward speed selection (direct connection) state and when the reverse brake R / B is engaged, The transmission 31 is in a reverse selection (reverse) state.
  • the continuously variable transmission 4 in FIG. 4 (a) is a V-belt type continuously variable by releasing all the variable friction elements H / C, R / B, L / B and making the auxiliary transmission 31 neutral.
  • the transmission mechanism CVT (secondary pulley 7) and the drive wheel 5 can be disconnected. Accordingly, in the continuously variable transmission 4 in FIG. 4 (a), the shift friction elements H / C, R / B, L / B of the auxiliary transmission 31 correspond to the clutch CL in FIG. 1, and the clutch CL as in FIG.
  • the V-belt type continuously variable transmission mechanism CVT (secondary pulley 7) and the drive wheel 5 are detachably coupled without any additional installation.
  • the continuously variable transmission 4 in FIG. 4 (a) is the same as that in FIG. 1 except that a sub-transmission 31 is provided instead of the clutch CL in FIG.
  • the drive system of the hybrid vehicle in this embodiment including the step transmission 4 is basically the same as that shown in FIG. 1, and the corresponding parts are indicated by the same reference numerals.
  • the set vehicle speeds VSPs1 and VSPs2 are not affected even if the delay of the response of the continuously variable transmission 4 is taken into account during slow braking (slow deceleration) when Fb ⁇ Fbs and sudden braking (sudden deceleration) when Fb ⁇ Fbs.
  • the lower speed is set to the lower limit vehicle speed range in which the stage transmission 4 can be downshifted to a speed ratio close to the lowest speed ratio (preferably, the lowest speed ratio).
  • step S23 While it is determined in step S23 that the vehicle speed VSP has not decreased to the set vehicle speed VSPs1, the control is returned to step S22 to stand by and the shift control of the continuously variable transmission 4 is not performed and the auxiliary transmission 31 Due to the neutral state and the stopped state of the engine 1 (see step S21), the continuously variable transmission 4 is left as it is in the state of the gear shift determined by the mechanism.
  • step S23 advances the control to step S25.
  • step S25 the electric pump 34 is started, and the oil for the future is used as a working medium for selecting the low speed stage (first speed) among the forward shift friction elements L / B and H / C in the auxiliary transmission 31.
  • the low brake L / B is engaged and the shift hydraulic pressure (downshift shift pressure) is supplied to the secondary pulley 7.
  • the shift hydraulic pressure downshift shift pressure
  • the sub-transmission 31 is in the first speed selected state as shown in FIG. 4 (b), and the continuously variable transmission 4 (V belt type continuously variable transmission mechanism CVT) is connected to the drive wheel 5.
  • the continuously variable transmission 4 V-belt type continuously variable transmission mechanism CVT
  • the continuously variable transmission 4 V-belt type continuously variable transmission mechanism CVT
  • step S25 corresponds to the downshift generating means in the present invention.
  • step S24 While it is determined in step S24 that the vehicle speed VSP has not decreased to the set vehicle speed VSPs2, the control is returned to step S22 to stand by and the shift control of the continuously variable transmission 4 is not performed, so that the auxiliary transmission 31 Due to the neutral state and the stopped state of the engine 1 (see step S21), the continuously variable transmission 4 is left as it is in the state of the gear shift determined by the mechanism.
  • step S24 advances the control to step S26.
  • the electric pump 34 is started, and the oil for the future is used as a working medium for selecting the high speed stage (second speed) among the forward shift friction elements L / B and H / C in the auxiliary transmission 31.
  • the high clutch H / C is engaged, and the shift hydraulic pressure (downshift shift pressure) is supplied to the secondary pulley 7.
  • the auxiliary transmission 31 is in the second speed selected state as shown in FIG. 4 (b), and the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) is connected to the drive wheel 5.
  • the continuously variable transmission 4 V-belt type continuously variable transmission mechanism CVT
  • the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) is driven by the drive wheels 5 to enable shifting.
  • step S26 corresponds to the downshift generating means in the present invention.
  • step S26 after step S25 or step S26 is executed as described above, the pulley ratio i of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) is changed to the lowest speed by the downshift. Check if the ratio (or a gear ratio close to this) has been reached. Control is returned to step S22 until the pulley ratio i of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) reaches the lowest gear ratio. Downshift of the continuously variable transmission 4 (V-belt type continuously variable transmission mechanism CVT) using the oil of the oil as the working medium.
  • step S26 advances the control to step S27, and the stepless transmission according to step S25 or step S26.
  • the downshift of machine 4 (V-belt type continuously variable transmission mechanism CVT) is completed.
  • step S27 it is checked whether the vehicle has stopped or is still running depending on whether the vehicle speed VSP is 0 or not.
  • step S27 When it is determined that the vehicle has stopped in step S27, the electric pump 34 is also used for improving the restart response after the idling stop while the vehicle is stopped. Therefore, in step S29, the electric pump 34 is subjected to idling stop control.
  • step S23 when the vehicle speed VSP reaches an instant t3 when the vehicle speed VSP decreases to the set vehicle speed VSPs1 (step S23), the electric brake 34 is started and the low brake L using the oil as the working medium is used / B is engaged (fastening pressure P LB > 0) and the continuously variable transmission 4 is downshifted to prevent a high start (step S25), and the CVT pulley ratio i approaches the lowest gear ratio as shown.
  • step S29 the idling stop response control (step S29) of the electric pump 34 is started, and this idling stop response control is shown in FIG. 6 (a). However, it continues until the oil is discharged from the maneuvering pump O / P when the engine 1 is started.
  • step S24 when the vehicle speed VSP reaches an instant t3 when the vehicle speed VSP drops to the set vehicle speed VSPs2 (step S24), the electric clutch 34 is activated and the high clutch H using the oil from now on as the working medium. / C is engaged (fastening pressure P HC > 0) and the continuously variable transmission 4 is downshifted for high start prevention (step S26), and the CVT pulley ratio i is directed to the lowest speed ratio as shown.
  • step S29 the idling stop response control (step S29) of the electric pump 34 is started, and this idling stop response control is shown in FIG. 6 (b). However, it continues until the oil is discharged from the maneuvering pump O / P when the engine 1 is started.
  • the drive connection between the continuously variable transmission 4 and the drive wheels 5 that should be performed during the downshift to prevent high start is achieved by engaging the low brake L / B (low-side gear ratio shift friction element) during slow deceleration. This is realized by setting the sub-transmission 31 to the first speed (low-side gear position) selection state. During sudden deceleration, the sub-transmission 31 is engaged by engaging the high clutch H / C (high-side gear ratio friction friction element). Since the second speed (high side shift speed) is selected, the following effects can be obtained.
  • the sub-transmission 31 is in the power transmission state from the high vehicle speed range (VSP ⁇ VSPs2), and the continuously variable transmission 4 is drive-coupled to the drive wheels 5. Since the power transmission state is the second speed (high-side shift stage) selection state, the input-side rotation speed (engine 1) of the continuously variable transmission 4 is not blown, and wasteful shifting due to this blown-off is performed. The harmful effects that occur can be avoided. Further, even when the power transmission state of the continuously variable transmission 4 is the second speed (high-side shift stage) selection state when the vehicle stops, the sub-transmission 31 starts from the second speed even if the vehicle stops. Since shifting to the first speed is possible, if the speed is changed from the second speed to the first speed before the start, the continuously variable transmission 4 can be set to the lowest speed ratio selection state when starting. Thereby, it is possible to prevent the restart from becoming a high start.
  • the electric pump 34 for idling stop control is diverted or the electric pump 34 is added to prevent the continuously variable transmission 4 from starting at a high speed.
  • the control is the same as described above except that the engine 1 is started instead of the electric pump 34 at the instants t3 to t4 in FIGS.
  • a clutch can be provided between the engine and the continuously variable transmission mechanism CVT, and this clutch can be used as a connection / disconnection means.
  • the continuously variable transmission 4 when the continuously variable transmission 4 is downshifted to prevent a high start, the continuously variable transmission 4 is drivably coupled to the drive wheels 5 and the secondary pulley pressure is supplied to the continuously variable transmission 4. (Downshift transmission pressure) is supplied, but the latter secondary pulley pressure (downshift transmission pressure) is continuously downshifted by continuously driving the continuously variable transmission 4 by the drive wheels 5. If configured to do so, it is not necessary.
  • the manipulating pump O / P can be used as an electric pump.
  • Pump 34 can be omitted.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Selon la présente invention, dans un mode de véhicule électrique hybride (HEV), dans lequel un embrayage (CL) est mis en prise, à partir de l'instant t1, au moment de la marche au point mort en raison d'une position de l'accélérateur (APO) de zéro, si le véhicule est décéléré par une force de la pédale de frein (Fb) qui est supérieure à zéro (à savoir, un freinage), et si le freinage à récupération commence à l'instant t2, point auquel VSP est inférieur à VSPsb, afin d'augmenter l'efficacité de récupération, l'embrayage (CL) est libéré en raison d'une pression de mise en prise de zéro, ce qui permet de la sorte de couper la transmission à variation continue (4) à partir des roues (5), et d'arrêter le moteur (1) (à savoir, Ne = 0). A partir de l'instant t3, point auquel VSP ≤ VSPs0, une pompe électrique (34) est activée et l'huile, à partir de ce point, permet à l'embrayage (CL) de se mettre en prise et permet à la transmission à variation continue (4) d'être rétrogradée de manière à empêcher que le véhicule ne démarre à un rapport de vitesse élevé, et oriente un rapport de poulie de transmission à variation continue (i) sur le rapport de vitesse le plus bas. L'activation de la pompe électrique (34), la mise en prise de l'embrayage (CL) et la rétrogradation de la transmission à variation continue (4) se poursuivent jusqu'à l'instant t4, point auquel le rapport de poulie de transmission à variation continue (i) atteint le rapport de vitesse le plus bas.
PCT/JP2013/056388 2012-03-26 2013-03-08 Organe de commande de changement de vitesse destiné à la décélération à commande électrique d'un véhicule hybride WO2013146175A1 (fr)

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JP2012068989A JP2015134508A (ja) 2012-03-26 2012-03-26 ハイブリッド車両の電気走行減速時変速制御装置

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CN104331742A (zh) * 2014-09-12 2015-02-04 广东电网公司江门供电局 基于多目标拟态物理学的输电线路差异化运维优化方法及系统
CN106274895A (zh) * 2015-06-23 2017-01-04 罗伯特·博世有限公司 用于控制混合动力机动车辆的启动/停止系统的方法
CN107444384A (zh) * 2016-05-03 2017-12-08 福特全球技术公司 使用流体起步离合器来操作车辆自动启/停系统的方法
CN110997438A (zh) * 2017-08-07 2020-04-10 加特可株式会社 车辆的控制装置及控制方法
CN110997438B (zh) * 2017-08-07 2023-02-28 加特可株式会社 车辆的控制装置及控制方法
US11897366B2 (en) * 2018-09-21 2024-02-13 Accelerated Systems Inc. Methods and apparatuses for controlling an electric vehicle

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