WO2013150964A1 - ハイブリッド電気自動車の制御装置 - Google Patents
ハイブリッド電気自動車の制御装置 Download PDFInfo
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- WO2013150964A1 WO2013150964A1 PCT/JP2013/059337 JP2013059337W WO2013150964A1 WO 2013150964 A1 WO2013150964 A1 WO 2013150964A1 JP 2013059337 W JP2013059337 W JP 2013059337W WO 2013150964 A1 WO2013150964 A1 WO 2013150964A1
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- Prior art keywords
- engine
- clutch
- preload
- control
- vehicle
- Prior art date
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- 230000005540 biological transmission Effects 0.000 claims abstract description 72
- 230000036316 preload Effects 0.000 claims abstract description 49
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 29
- 230000007935 neutral effect Effects 0.000 claims abstract description 8
- 230000007246 mechanism Effects 0.000 claims description 46
- 230000003111 delayed effect Effects 0.000 claims description 7
- 239000000446 fuel Substances 0.000 claims description 6
- 238000001514 detection method Methods 0.000 claims description 5
- 239000012530 fluid Substances 0.000 claims description 4
- 230000001934 delay Effects 0.000 claims description 2
- 230000009977 dual effect Effects 0.000 abstract description 11
- 238000000034 method Methods 0.000 description 6
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 2
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 229910001416 lithium ion Inorganic materials 0.000 description 1
- 229910052987 metal hydride Inorganic materials 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- PXHVJJICTQNCMI-UHFFFAOYSA-N nickel Substances [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 1
- -1 nickel metal hydride Chemical class 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Images
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/80—Time limits
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- 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
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/912—Drive line clutch
- Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a hybrid electric vehicle that includes an engine and an electric motor as driving sources for traveling and has a dual clutch transmission including two transmission mechanisms as a transmission. It relates to hydraulic control technology.
- a so-called dual clutch transmission has been developed that has two clutches and two transmission mechanisms corresponding to the two clutches, and shifts gears by alternately switching gears.
- the dual clutch transmission there is a hybrid electric vehicle in which an electric motor is mounted on one power transmission system and an engine and an electric motor can be switched as a driving source for traveling (see Patent Document 1).
- this kind of vibration is a so-called idle stop / auto start function that improves fuel efficiency and exhaust gas performance by automatically stopping the engine during parking and waiting for a signal and restarting it when starting.
- the engine is frequently stopped and restarted, which may occur significantly and may cause discomfort to the driver.
- the present invention has been made to solve such a problem, and an object of the present invention is to provide a hybrid electric vehicle having a dual clutch transmission at the time of vehicle start caused by precharge control (preload control). An object of the present invention is to provide a control device for a hybrid electric vehicle that can suppress vibrations and reduce discomfort to the driver.
- a shift having an engine and an electric motor as driving sources for driving, a first speed change mechanism, and a second speed change mechanism.
- a first power transmission system in which the power of the engine is transmitted to the drive wheels via the first transmission mechanism, and the driving power of the engine and the motor is transmitted via the second transmission mechanism.
- a control apparatus for a hybrid electric vehicle comprising: a second clutch provided between the first motor and the electric motor, the hydraulic pressure supplying hydraulic oil for generating hydraulic pressure to the first clutch and the second clutch Supply means
- the hydraulic pressure supply means performs preload control means for performing preload control in which the hydraulic oil is charged in advance before the first clutch and the second clutch are connected, and when starting the vehicle with only the electric motor, Preload delay control means for delaying a start time of the preload control by the preload control means by a predetermined delay time.
- the preload delay control means further sets the predetermined delay time according to the temperature of the hydraulic oil supplied by the hydraulic pressure supply means. Yes.
- the preload delay control means starts the vehicle with only the electric motor, and stops the engine when starting the engine in a stopped state. The predetermined delay time is set according to the set time.
- the control apparatus for a hybrid electric vehicle when the predetermined engine automatic stop condition is satisfied, the fuel supply to the engine is stopped, and when the predetermined engine automatic start condition is satisfied.
- the start time of the preload control by the preload control means is delayed by a predetermined delay time.
- the control apparatus for a hybrid electric vehicle further includes shift range detection means for detecting a shift range selected for the transmission, wherein the preload delay control means is the shift range detection.
- the preload delay control means is the shift range detection.
- the control apparatus for a hybrid electric vehicle using the above-described means, in the hybrid electric vehicle including the dual clutch transmission, when the vehicle starts using only the electric motor, the first clutch and the second clutch are preliminarily applied.
- the start time of the preload control (precharge control) for filling the hydraulic oil is delayed by a predetermined delay time.
- the preload control is performed after the rotation of the electric motor is stabilized, and the clutch is temporarily in the power transmission state by the preload control.
- the vibration at the time of vehicle start resulting from preload control can be suppressed, and the discomfort to the driver can be reduced.
- the predetermined delay time for delaying the preload control is set according to the temperature of the hydraulic oil supplied to each clutch. Since it is considered that the vibration generated at the start of the vehicle by only the electric motor is generated according to the temperature of the hydraulic oil, by setting a predetermined delay time for delaying the preload control according to the temperature of the hydraulic oil, The vibration can be appropriately suppressed.
- the hydraulic pressure supply means is driven by the rotation of the engine.
- a predetermined delay time for delaying the preload control is set according to the time during which the engine is stopped. If the hydraulic pressure supply means is driven with the rotation of the engine, the longer the time that the engine has been stopped, the longer the hydraulic oil will be released from each clutch, so that the preload control is delayed according to the engine stop time. By setting this delay time, the vibration can be appropriately suppressed.
- the control apparatus for a hybrid electric vehicle in a vehicle that performs so-called engine automatic stop / restart control (idle stop / auto start control), after the engine is restarted by the control, the vehicle only with an electric motor.
- preload delay control is performed. In this way, by performing the preload delay control in accordance with the automatic stop / restart control in which the engine is frequently stopped and restarted, the driver's discomfort can be sufficiently reduced.
- the preload delay control is performed when the shift range in the transmission is changed from the neutral range to the travel range and the vehicle starts with only the electric motor. It is said.
- the hydraulic oil normally drains from each clutch, so when changing from this neutral range to the running range, preload delay control is performed to suppress vibrations at vehicle start caused by preload control. 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 has a configuration in which an engine 2 and a motor 4 (electric motor), which are driving sources for traveling, are connected to a transmission mechanism unit 8 (transmission) via a clutch unit 6.
- the vehicle 1 travels by transmitting the driving force from the engine 2 and the motor 4 to the left and right drive wheels 10 and 10 (for example, rear wheels) through the clutch unit 6 and the transmission mechanism unit 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 6 a (first clutch) and a second clutch 6 b (second clutch), and drives the engine 2 branched into two systems in the clutch unit 6.
- One of the forces is transmitted to the input side of the first clutch 6a, and the other is transmitted to the input side of the second clutch 6b.
- the first clutch 6 a and the second clutch 6 b are a hydraulic pump 14 (hydraulic supply) that is driven as the engine 2 rotates. Means) is a wet multi-plate clutch that can be connected / disconnected in accordance with the hydraulic pressure of the hydraulic fluid supplied through the hydraulic paths 16a, 16b. 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.
- the transmission mechanism unit 8 includes two transmission mechanisms, a first transmission mechanism 8a (G1 in FIG. 1) and a second transmission mechanism 8b (G2 in FIG. 1), corresponding to the first clutch 6a and the second clutch 6b. I have.
- the output side of the first clutch 6a is connected to the input shaft of the first transmission mechanism 8a
- the output side of the second clutch 6b is connected to the input shaft of the second transmission mechanism 8b.
- the first speed change mechanism 8a has first-speed, third-speed and fifth-speed shift gears as forward shift speeds.
- the second speed change mechanism 8b corresponding to the second clutch 6b has second speed, fourth speed, and sixth speed even-numbered speed change gears as forward speeds.
- the reverse gear stage is not shown, it is assumed that it is included in the first transmission mechanism 8a.
- the driving force output from the first transmission mechanism 8a and the driving force output from the second transmission mechanism 8b are both transmitted to the differential device 20 via the common output shaft 18, and the left and right driving wheels 10 are transmitted. 10 is allocated.
- the clutch unit 6 and the transmission mechanism unit 8 constitute a so-called dual clutch transmission.
- the motor 4 is interposed between the second clutch 6b and the second transmission mechanism 8b.
- the motor 4 is disposed on the outer periphery of the output shaft of the second clutch 6b. More specifically, the rotor of the motor 4 is fixed to the outer periphery of the output shaft of the second clutch 6 b, and the stator of the motor 4 is fixed to the casing of the clutch 6. That is, the second clutch 6b also serves as the rotating shaft of the motor 4, the rotor rotates together with the second clutch 6b inside the stator, and the drive torque and regenerative torque generated by the magnetic field generated between the rotor and the stator are the first. It is input to the second transmission mechanism 8b via the two clutch 6b.
- the motor 4 is connected to a battery 22 mounted on the vehicle 1 via an inverter 24, and receives a power supply from the battery 22 to generate a driving torque.
- the battery 22 is a secondary battery such as lithium ion or nickel metal hydride, and the inverter 24 converts the DC power from the battery 22 into AC power and supplies the motor 4 with power.
- the motor 4 when the vehicle is decelerated, the motor 4 functions as a generator and is regeneratively driven. That is, the motor 4 generates AC power by the driving force transmitted in reverse from the driving wheel 10, and a deceleration resistance is applied to the driving wheel 10 by the regenerative torque generated by the motor 4 at this time.
- the AC power is converted into DC power by the inverter 24 and then charged to the battery 22 so that the kinetic energy generated by the rotation of the drive wheels 10 is recovered as electric energy.
- the vehicle 1 having the above configuration is configured such that only the rotation shaft of the motor 4 is connected to the drive wheels 10 and the machine via the second transmission mechanism 8 b of the transmission mechanism unit 8. Will be connected. That is, only the drive torque (hereinafter also referred to as motor torque) generated by the motor 4 is transmitted to the drive wheels 10 as the drive torque of the vehicle 1.
- motor torque the drive torque generated by the motor 4
- the vehicle 1 includes the first power transmission system in which the power of the engine 2 is transmitted to the drive wheels 10 via the first clutch 6a and the first transmission mechanism 8a, and the power of the engine 2 and the motor 4 is the second.
- the vehicle 1 includes an ECU that integrally controls the engine 2, the motor 4, the clutch unit 6, the transmission mechanism unit 8, the hydraulic pump 14, and the like so as to perform various controls such as adjustment of torque distribution of the engine 2 and the motor 4. (Electronic control unit) 30 is mounted.
- the ECU 30 is connected to each control unit (not shown) such as the engine 2, the motor 4, the clutch unit 6, the transmission mechanism unit 8, the hydraulic pump 14 and the like so as to communicate with each other using a CAN (Controller Area Network).
- the vehicle 1 is provided with a shift position sensor 32 (shift range detection means) that detects a shift position (shift range) selected with respect to the transmission mechanism unit 8 by a shift lever operation by the driver.
- the shift position includes a P (parking) range selected when parking, an N (neutral) range where the gear of the speed change mechanism unit 8 is neutral, a D (drive) range selected when traveling forward, and an R (reverse) selected when traveling backward. There is a range.
- the ECU 30 is also connected to the shift position sensor 32 by CAN.
- the ECU 30 performs engine speed information from the engine 2, motor speed information and motor torque information from the motor 4, and the gear stage currently selected from the transmission mechanism unit 8.
- Information various information such as SOC (State Of Charge) from the battery 22 and hydraulic oil temperature information from the hydraulic pump 14 are acquired.
- the ECU 30 configured as described above monitors the SOC of the battery 22 and the driving state of the vehicle 1, optimizes fuel consumption and exhaust gas performance, and performs an operation in accordance with the driving request of the engine 2 and motor 4. Control the clutch unit 6, the transmission mechanism unit 8, the hydraulic pump 14, and the like.
- the ECU 30 in the present embodiment performs so-called engine automatic stop (idle stop) control that stops the fuel supply to the engine 2 when a predetermined engine automatic stop condition is satisfied. Further, when the predetermined engine automatic start condition is satisfied after the engine 2 is automatically stopped, the ECU 30 automatically starts the engine 2 by cranking the engine 2 with a starter (not shown) and restarting fuel supply. A so-called automatic engine restart (auto start) control is performed. In this way, the ECU 30 performs so-called engine automatic stop / restart (idle stop / auto start) control.
- the predetermined automatic engine stop condition requires, for example, that the vehicle speed is substantially zero, the brake pedal is depressed, and the accelerator pedal is not depressed.
- the predetermined engine automatic restart condition is, for example, a state where the engine automatic stop condition is not satisfied, that is, a case where the depression of the brake pedal is released or the accelerator pedal is depressed.
- the ECU 30 in the present embodiment selects the respective gear positions of the first transmission mechanism 8a and the second transmission mechanism 8b according to the driving state of the vehicle 1, and the first clutch 6a according to the transmission mechanism used for traveling.
- the hydraulic pump 14 is controlled so that one of the second clutch 6b is connected and the other clutch is disconnected.
- the ECU 30 performs so-called precharge control (preload control means) in which hydraulic fluid is charged in advance for connection to the clutch on the connected side (preload control means).
- the ECU 30 starts the engine 2 only when the vehicle 4 is started by the motor 4 from the vehicle stop state, and when the engine 2 is started by the key-on operation of the driver or by the engine restart control or the like.
- a predetermined condition for using the motor 4 such as when the shift position is switched from the N range to the D range, the timing for executing the precharge control is delayed (preload delay control).
- FIG. 2 is a flowchart showing a precharge control routine executed by the ECU 30 in this embodiment when the vehicle starts
- FIG. 3 shows a map for setting a precharge delay time. A description will be given along the flowchart with reference to FIG.
- the control is started (started) by the ECU 30 when the vehicle 1 is started only by the motor 4.
- step S1 shown in FIG. 2 the ECU 30 starts the engine 2 when the engine 2 is stopped and the above-described engine automatic restart condition is satisfied, or when the driver performs a key ON operation of the vehicle 1 or the like. It is determined whether or not it is immediately after the change or when the change from the N range to the D range is detected based on the information from the shift position sensor 32. That is, in step S1, the engine 2 is stopped immediately before the vehicle starts by the motor 4 or the hydraulic oil is not supplied from the hydraulic pump 14 because the engine 2 is in the N range, so that the first clutch 6a and the second clutch It is determined whether or not hydraulic oil is missing from 6b. When the determination result is true (Yes), that is, when the hydraulic fluid of the first clutch 6a and the second clutch 6b is removed, the process proceeds to the next step S2.
- step S2 the ECU 30 sets the precharge delay time based on the map shown in FIG. FIG. 3 shows the delay time (vertical axis) with respect to the hydraulic oil temperature (horizontal axis). As shown in FIG. 3, the map is set so that the delay time tends to become longer as the temperature increases until the hydraulic oil in the hydraulic pump 14 reaches a certain temperature, and the delay time becomes a certain time above the certain temperature. ing. After setting the delay time based on the map, the ECU 30 proceeds to the next step S3.
- step S3 the ECU 30 determines whether or not traveling by only the motor 4 is possible. Specifically, when the motor 4 is in a so-called fail state, for example, when the SOC of the battery 22 is insufficient or the motor 4 is out of order, the ECU 30 is required to accelerate rapidly with a large depression of the accelerator. In the case where the required torque cannot be satisfied only by the cage motor torque, or when the vehicle cannot advance by creeping traveling only by the motor torque due to starting from an uphill road, it is determined that traveling by only the motor 4 is impossible. When the determination result is true (Yes), that is, when the motor 4 is normal and the required torque can be satisfied only by the motor torque, the process proceeds to the next step S4.
- step S4 the ECU 30 determines whether or not the precharge delay time set in step S2 has elapsed since the time when the engine 2 was started or when the engine was changed from the N range to the D range. If the delay time has not yet elapsed and the determination result is false (No), the process returns to step S3. On the other hand, when the delay time has elapsed and the determination result is true (Yes), the process proceeds to step S5.
- step S5 the ECU 30 starts precharging by starting the supply of hydraulic oil from the hydraulic pump 14 to the first clutch 6a and the second clutch 6b. Then, after each of the clutches 6a and 6b is filled with hydraulic oil, the routine ends.
- the determination result in step S3 is false (No) before the delay time elapses, that is, if it is impossible to run only with the motor 4, the process immediately proceeds to step S5 to perform precharge. To do. As a result, even if some vibration occurs, the engine torque can be applied at an early stage to prevent a delay in starting the vehicle.
- step S1 not immediately after the engine is started and there is no change from the N range to the D range, and if the determination result is false (No), the process proceeds to step S5 and immediately precharges. Execute. That is, for example, when the engine 2 is in an operating state before starting the vehicle with the motor 2 or when the D range state is maintained and the vehicle is stopped, the hydraulic oil is already in the first clutch 6a and the second clutch 6b. Therefore, normal precharge control without delay is executed.
- the ECU 30 when starting the vehicle 1 with only the motor 4, the ECU 30 does not immediately perform precharging and does not perform precharging immediately when the engine is started or when the N range is changed to the D range.
- the delayed precharge is to be performed.
- the precharge is performed after the rotation of the motor 4 is stabilized, and even if the precharge causes the clutches 6a and 6b to be in a power transmission state temporarily, it interferes with the rotation on the engine 2 side. Will not vibrate.
- the ECU 30 sets a delay time for delaying the precharge according to the temperature of the hydraulic oil as shown in FIG. Since the vibration generated when the vehicle starts only by the motor 4 is considered to be generated according to the temperature of the hydraulic oil, it is appropriate to set a delay time for delaying the precharge according to the temperature of the hydraulic oil. The vibration can be suppressed.
- the ECU 30 of the present embodiment delays the precharge when it is immediately after the engine is started, the delay of the precharge is matched with the engine automatic stop / restart control in which the engine 2 is frequently stopped and restarted. And the driver's discomfort can be sufficiently reduced. Furthermore, even when the shift position is changed from the N range to the D range, by delaying the precharge, even if the hydraulic oil is released from each clutch 6a, 6b during the N range, the vehicle caused by the precharge Vibration at start can be suppressed.
- the embodiment is not limited to the above embodiment.
- the predetermined engine automatic stop condition and engine automatic start condition in the above embodiment are not limited to those described above, and may be other conditions.
- the precharge delay time is set based on the map of FIG. 3 in which the delay time increases as the temperature of the hydraulic oil increases. However, the delay time is set according to the temperature of the hydraulic oil. Not limited.
- the delay time may be set longer as the engine is stopped longer. The longer the engine has been stopped, the longer the hydraulic oil will escape from each clutch. Therefore, by setting a predetermined delay time to delay the preload control according to the engine stop time, the vibration is appropriately suppressed. be able to.
- the ECU 30 in the above embodiment performs precharge delay control when the shift position is changed from the N range to the D range, but this is changed from the N range to the travel range in which the vehicle 1 travels. For example, it may be performed when the shift position is changed from the N range to the R range.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
第3の本発明に係るハイブリッド電気自動車の制御装置では、さらに、前記予圧遅延制御手段は、前記電動機のみで車両を発進させるとともに、停止状態にあったエンジンを始動させる場合、当該エンジンの停止していた時間に応じて前記所定の遅延時間を設定することを特徴としている。
これにより予圧制御に起因する車両発進時の振動を抑制することができ、運転者への不快感を軽減することができる。
電動機のみによる車両発進時に発生する振動は、作動油の温度に応じて発生していると考えられることから、当該作動油の温度に応じて予圧制御を遅らせる所定の遅延時間を設定することで、適切に当該振動を抑制することができる。
油圧供給手段がエンジンの回転に伴い駆動するものであると、エンジンを停止させていた時間が長いほど、各クラッチから作動油が抜けていくため、エンジンの停止時間に応じて予圧制御を遅らせる所定の遅延時間を設定することで、適切に当該振動を抑制することができる。
このようにエンジンの停止及び再始動が頻繁に行われる自動停止再始動制御に合わせて、予圧遅延制御を行うことで、運転者への不快感を十分に軽減することができる。
ニュートラルレンジにあるときには、通常各クラッチから作動油が抜けることから、このニュートラルレンジから走行レンジに変更された際に、予圧遅延制御を行うことで、予圧制御に起因する車両発進時の振動を抑制することができる。
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、走行用の駆動源であるエンジン2及びモータ4(電動機)がクラッチユニット6を介して変速機構ユニット8(変速機)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やモータ4からの駆動力をクラッチユニット6及び変速機構ユニット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。
車両1には、このようなエンジン2及びモータ4のトルク配分の調整等の各種制御を行うべく、エンジン2、モータ4、クラッチユニット6、変速機構ユニット8、油圧ポンプ14等を統合制御するECU(電子コントロールユニット)30が搭載されている。
さらに車両1には、運転者によるシフトレバー操作により、変速機構ユニット8に対して選択されているシフト位置(変速レンジ)を検出するシフト位置センサ32(変速レンジ検出手段)が設けられている。シフト位置としては、駐車時に選択するP(パーキング)レンジ、変速機構ユニット8のギヤをニュートラルとするN(ニュートラル)レンジ、前進走行時に選択するD(ドライブ)レンジ、後退時に選択するR(リバース)レンジ等がある。ECU30は当該シフト位置センサ32ともCANにより接続されている。
例えば、本実施形態におけるECU30は、所定のエンジン自動停止条件を満たした際には、エンジン2への燃料供給を停止する、いわゆるエンジン自動停止(アイドルストップ)制御を行う。さらに当該ECU30は、エンジン2の自動停止後に所定のエンジン自動始動条件を満たした際には、エンジン2を図示しないスタータ等によりクランキングさせて燃料供給を再開することで当該エンジン2を自動的に再始動させる、いわゆるエンジン自動再始動(オートスタート)制御を行う。このようにECU30は、いわゆるエンジン自動停止再始動(アイドルストップ・オートスタート)制御を行う。
一方、所定のエンジン自動再始動条件は、例えば上記エンジン自動停止条件が成立しなくなった状態、即ちブレーキペダルの踏み込みが解除、又はアクセルペダルが踏み込まれた場合とする。
図2には本実施形態におけるECU30が実行する車両発進時のプリチャージ制御ルーチンを示すフローチャートが、図3にはプリチャージの遅延時間を設定するマップがそれぞれ示されており、以下、図2のフローチャートに沿って、途中図3を参照しつつ説明する。なお、当該制御は、モータ4のみで車両1を発進させる際に、ECU30にて開始(スタート)するものとする。
図3は、作動油温度(横軸)に対する遅延時間(縦軸)を示したものである。
図3に示すように当該マップは、油圧ポンプ14における作動油が一定温度に達するまでは温度が高くなるほど遅延時間が長くなる傾向にあり、一定温度以上では遅延時間が一定時間になるよう設定されている。ECU30は、当該マップに基づき遅延時間を設定した後、次のステップS3に進む。
一方、遅延時間経過前に上記ステップS3の判別結果が偽(No)となった場合、即ちモータ4のみでの走行が不可能となった場合には、直ちにステップS5に進んでプリチャージを実行する。これにより、多少の振動が生じるとしてもエンジントルクを早期に付加できるようにして、車両発進の遅れを防止する。
特に、本実施形態では、ECU30はプリチャージを遅らせる遅延時間を図3で示したように作動油の温度に応じて設定している。モータ4のみによる車両発進時に発生する振動は、作動油の温度に応じて発生していると考えられることから、当該作動油の温度に応じてプリチャージを遅らせる遅延時間を設定することで、適切に当該振動を抑制することができる。
例えば、上記実施形態における所定のエンジン自動停止条件及びエンジン自動始動条件は上述したものに限られるものではなく、他の条件であってもよい。
また、上記実施形態では、作動油の温度が高いほど遅延時間が長くなる図3のマップに基づきプリチャージの遅延時間を設定しているが、当該遅延時間の設定は作動油の温度によるものに限られない。
2 エンジン
4 モータ(電動機)
6 クラッチユニット
6a 第1クラッチ(第1のクラッチ)
6b 第2クラッチ(第2のクラッチ)
8 変速機構ユニット(変速機)
8a 第1変速機構(1,3,5速)
8b 第2変速機構(2,4,6速)
14 油圧ポンプ(油圧供給手段)
22 バッテリ
24 インバータ
30 ECU(予圧制御手段、予圧遅延制御手段、エンジン自動停止再始動制御手段)
32 シフト位置センサ(変速レンジ検出手段)
S1 エンジン始動直後?or Nレンジ→Dレンジ?
S2 プリチャージ遅延時間設定
S3 モータのみでの走行可能?
S4 遅延時間経過?
S5 プリチャージ実行
Claims (5)
- 走行用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、
前記第1のクラッチ及び前記第2のクラッチに油圧を発生させるための作動油を供給する油圧供給手段と、
前記油圧供給手段により、前記第1のクラッチ及び前記第2のクラッチの接続前に予め前記作動油を充填する予圧制御を行う予圧制御手段と、
前記電動機のみで車両を発進させる際に、前記予圧制御手段による前記予圧制御の開始時期を所定の遅延時間遅れさせる予圧遅延制御手段と、
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装置。 - 前記予圧遅延制御手段は、前記油圧供給手段により供給する作動油の温度に応じて前記所定の遅延時間を設定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。
- 前記油圧供給手段は前記エンジンの回転に伴い駆動するものであり、
前記予圧遅延制御手段は、停止状態にあったエンジンを始動させた後、前記電動機のみで車両を発進させる場合には、当該エンジンの停止していた時間に応じて前記所定の遅延時間を設定することを特徴とする請求項1又は2記載のハイブリッド電気自動車の制御装置。 - さらに、所定のエンジン自動停止条件を満たした際には前記エンジンへの燃料供給を停止し、所定のエンジン自動始動条件を満たした際には前記エンジンを再始動させるエンジン自動停止再始動制御手段を備え、
前記予圧遅延制御手段は、前記エンジン自動停止再始動制御手段によりエンジンの再始動後に、前記電動機のみで車両を発進させる場合に、前記予圧制御手段による前記予圧制御の開始時期を所定の遅延時間遅れさせることを特徴とする請求項1から3のいずれかに記載のハイブリッド電気自動車の制御装置。 - さらに、前記変速機に対して選択されている変速レンジを検出する変速レンジ検出手段を備え、
前記予圧遅延制御手段は、前記変速レンジ検出手段により検出される変速レンジがニュートラルレンジから走行レンジに変更されて、前記電動機のみで車両を発進させる場合に、前記予圧制御手段による前記予圧制御の開始時期を所定の遅延時間遅れさせることを特徴とする請求項1から4のいずれかに記載のハイブリッド電気自動車の制御装置。
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JP2015117782A (ja) * | 2013-12-19 | 2015-06-25 | 日産自動車株式会社 | 自動変速機のアイドリングストップ制御装置 |
KR101673816B1 (ko) | 2015-10-13 | 2016-11-08 | 현대자동차주식회사 | 하이브리드 차량의 제어방법 |
KR101703629B1 (ko) * | 2015-12-14 | 2017-02-07 | 현대자동차 주식회사 | 듀얼 클러치 변속기를 구비한 하이브리드 차량의 제어 방법 및 장치 |
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JP6393718B2 (ja) | 2016-09-13 | 2018-09-19 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
US10479343B2 (en) * | 2016-10-31 | 2019-11-19 | Ford Global Technologies, Llc | Methods and systems for engine-off disengagement of a vehicle park state |
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CN111152779B (zh) * | 2018-11-07 | 2021-04-13 | 上海汽车变速器有限公司 | 机电耦合双离合混合动力系统极端低温行驶的控制方法 |
CN109606349B (zh) * | 2018-12-24 | 2020-07-07 | 浙江吉利汽车研究院有限公司 | 发动机停机控制方法、装置、系统及整车控制器 |
US11420609B2 (en) | 2020-12-14 | 2022-08-23 | Allison Transmission, Inc. | System and method for controlling engine stop-start events |
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