WO2014102946A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2014102946A1 WO2014102946A1 PCT/JP2012/083750 JP2012083750W WO2014102946A1 WO 2014102946 A1 WO2014102946 A1 WO 2014102946A1 JP 2012083750 W JP2012083750 W JP 2012083750W WO 2014102946 A1 WO2014102946 A1 WO 2014102946A1
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- Prior art keywords
- clutch
- engine
- rotational speed
- temperature
- rotating machine
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- 230000000994 depressogenic effect Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000013021 overheating Methods 0.000 description 3
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- 230000001133 acceleration Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
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- 230000017525 heat dissipation Effects 0.000 description 1
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Images
Classifications
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—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
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60W30/18—Propelling the vehicle
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control apparatus for a hybrid vehicle, and more particularly to control when switching to an engine running mode by slipping engagement of a clutch and starting the engine by cranking.
- the present invention has been made against the background of the above circumstances.
- the purpose of the present invention is to cause the clutch to be forcibly released due to a rise in the clutch temperature when switching to the engine running mode, and to generate a driving force by the rotating machine. When the temperature drops, the clutch is engaged again to shift to the engine running mode, thereby preventing the driver from feeling uncomfortable due to insufficient driving force.
- the first invention comprises (a) an engine connected to the power transmission path via a clutch, and a rotating machine that functions as at least an electric motor, and (b) ⁇ said clutch.
- An engine running mode that engages and runs using at least the engine as a driving force source, and a motor running mode that runs using the rotating machine as a driving force source by releasing the clutch and
- the hybrid vehicle control device that fully engages the clutch after the clutch is slip-engaged and the engine is cranked and started
- D When the clutch reaches a predetermined temperature when switching to the engine travel mode It is adapted to open the clutch, while traveling by generating a driving force by the rotating machine, and controlling the rotational speed of the engine to synchronize the rotational speed of the front and rear of the clutch.
- a second aspect of the invention is the hybrid vehicle control apparatus according to the first aspect of the invention, wherein (a) the engine is directly connected to the rotating machine via the clutch, and (b) the rotational speed before and after the clutch.
- the speed change portion provided in the power transmission path is shifted so that the rotation speed of the rotating machine, which is the rotation speed on the power transmission path side of the clutch, becomes the idle rotation speed of the engine,
- the engine is controlled using the rotation speed of the rotating machine after the speed change as the target rotation speed of the engine.
- the second invention is a case where the engine and the rotating machine are directly connected via a clutch, and the transmission unit is shifted so that the rotating speed of the rotating machine becomes the idle rotating speed of the engine, and the rotating speed of the rotating machine
- the engine is controlled using the idle rotation speed as the target rotation speed, so that the engine rotation speed can be stably controlled with high accuracy using an idle rotation speed control device or the like.
- the shock at the time of clutch engagement can be reduced appropriately.
- FIG. 2 is a flowchart specifically illustrating switching control to an engine traveling mode executed by an engine traveling switching unit in FIG. 1.
- FIG. 4 is an example of a time chart showing changes of each part when the K0 clutch is temporarily forcibly released due to a thermal failure (thermal limit) when switching to the engine running mode according to the flowchart of FIG. 3.
- a dry or wet single-plate or multi-plate friction clutch is preferably used.
- other clutch capable of slip engagement engagement that transmits torque while allowing relative rotation
- a clutch can also be employed.
- the engine is an internal combustion engine that generates power by burning fuel, and is directly connected to a rotating machine via a clutch, for example. The position of the rotating machine is appropriately set within a range in which driving force can be generated when the clutch is released. Determined.
- An electric motor can be used as the rotating machine, but a motor generator having a function as a generator can also be employed.
- the vehicle travels using at least the engine as a driving force source and may travel using only the engine as the driving power source. However, the vehicle travels using both the engine and the rotating machine as the driving power source. You can also.
- the switching to the engine travel mode is, for example, a case where the motor travel mode is switched to the engine travel mode as the driver's required driving force increases. At least from the engine stop state where the clutch is released, the clutch slip engagement is performed.
- the engine may be cranked and started and switched to the engine running mode.
- the clutch temperature may be detected by a temperature sensor, but it can also be calculated by calculating the amount of heat generation or heat release from the clutch engagement torque, slip engagement time, or the like.
- both the rotational speed of the engine and the rotational speed on the power transmission path side may be controlled.
- the engine and the rotating machine are directly connected via the clutch, they may be controlled so that their rotational speeds substantially coincide.
- the engine is controlled with the actual rotational speed of the rotating machine as the target rotational speed of the engine. It ’s fine.
- the present invention can also be applied to a case where a speed reducer or the like is interposed between the engine and the rotating machine in addition to the clutch, and even in this case, the clutch is synchronized when the engine is operated at the idle rotational speed. If the speed change portion provided in the power transmission path is changed, the same effect as that of the second invention can be obtained.
- an automatic transmission interposed in the power transmission path can be used.
- the rotation speed on the power transmission path side of the clutch By changing the rotation speed on the power transmission path side of the clutch by the shift control of the automatic transmission, can do.
- the lock-up clutch can be used as a transmission unit, and the rotational speed on the power transmission path side of the clutch can be changed by slip control of the lock-up clutch.
- synchronization may be performed at a rotational speed other than the idle rotational speed.
- the synchronization of the rotational speeds before and after the clutch is controlled so that the rotational speeds are substantially the same, but there may be rotational fluctuations due to pulsation of the engine rotation or control hunting, etc. There may be a difference in rotational speed of, for example, several tens of rpm due to an error.
- FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied.
- the hybrid vehicle 10 includes an engine 12 that is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by combustion of fuel, and a motor generator MG that functions as an electric motor and a generator as driving power sources.
- the outputs of the engine 12 and the motor generator MG are transmitted from the torque converter 14 which is a fluid transmission device to the automatic transmission 20 via the turbine shaft 16 and the C1 clutch 18, and further to the output shaft 22 and the differential gear. It is transmitted to the left and right drive wheels 26 via the device 24.
- the torque converter 14 includes a lock-up clutch (LU clutch) 30 that directly connects the pump impeller and the turbine impeller, and an oil pump 32 is integrally connected to the pump impeller.
- a hydraulic pressure is generated mechanically by the motor generator MG and supplied to the hydraulic control device 28.
- the lock-up clutch 30 can be engaged and released by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28, and can be engaged in a predetermined slip state by hydraulic control.
- the motor generator MG corresponds to a rotating machine.
- the engine 12 includes an idle rotational speed control device 36 such as an idle rotational speed control valve (ISC valve) that can control the idle rotational speed NEidl within the range of the minimum idle rotational speed NEidl1 to the maximum idle rotational speed NEidl2.
- a K0 clutch 34 is provided between the engine 12 and the motor generator MG to directly connect them.
- the K0 clutch 34 is a dry or wet friction clutch that is frictionally engaged by a hydraulic cylinder.
- the K0 clutch 34 is a hydraulic friction engagement device, and functions as a connection / disconnection device that connects or disconnects the engine 12 to / from the power transmission path.
- the K0 clutch 34 is also engaged and released by a hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28, and can be engaged in a predetermined slip state by hydraulic control.
- the motor generator MG is connected to the battery 44 via the inverter 42.
- the automatic transmission 20 is a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established depending on a disengagement state of a plurality of hydraulic friction engagement devices (clutch and brake). Shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28.
- the C1 clutch 18 functions as an input clutch of the automatic transmission 20 and is similarly controlled to be disengaged by the hydraulic control device 28.
- a continuously variable transmission such as a belt type may be used.
- the hybrid vehicle 10 includes an electronic control device 70.
- the electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. Do.
- the electronic control unit 70 includes an engine speed sensor 50, an MG speed sensor 52, an accelerator operation amount sensor 54, a vehicle speed sensor 56, and a clutch temperature sensor 58.
- the engine speed 12 (engine speed) NE, motor Generator MG rotation speed (MG rotation speed) NMG, accelerator pedal operation amount (accelerator operation amount) Acc, output shaft 22 rotation speed (output shaft rotation speed corresponds to vehicle speed V) NOUT, temperature of K0 clutch 34 (clutch A signal representing the temperature) TK0 is supplied.
- the clutch temperature sensor 58 detects, for example, the temperature of the K0 clutch 34 itself, but can also be obtained by calculation from the engagement torque (hydraulic pressure), the engagement time, or the like. The temperature may be detected.
- the accelerator operation amount Acc corresponds to the driver's required driving force.
- the electronic control unit 70 functionally includes hybrid control means 72, shift control means 74, and engine travel switching means 80.
- the hybrid control means 72 controls the operation of the engine 12 and the motor generator MG, for example, an engine travel mode in which the engine 12 travels using the engine 12 as a drive power source, or a motor that travels using the motor generator MG as the drive power source.
- a plurality of predetermined driving modes such as a driving mode are switched in accordance with the driving state such as the accelerator operation amount Acc and the vehicle speed V.
- FIG. 2 is a diagram for explaining the engine travel mode and the motor travel mode.
- the K0 clutch 34 In the engine travel mode, the K0 clutch 34 is engaged (O), the engine 12 is connected to the power transmission path, and the engine 12 is operated (O ) Motor generator MG is power running controlled in an assisting manner as necessary during acceleration and the like.
- the K0 clutch 34 In the motor travel mode, the K0 clutch 34 is released (x) to disconnect the engine 12 from the power transmission path, the operation of the engine 12 is stopped (x), and the motor generator MG is powered according to the accelerator operation amount Acc. Drive under control (O).
- the motor generator MG In the motor travel mode, the motor generator MG is regeneratively controlled to charge the battery 44 under certain conditions during inertial travel where the accelerator operation amount Acc is zero (accelerator OFF).
- the shift control means 74 controls an electromagnetic hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28 to switch the disengagement state of the plurality of hydraulic friction engagement devices. These gear stages are switched according to a predetermined shift map with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters.
- the engine travel switching means 80 is used when the hybrid control means 72 determines to switch to the engine travel mode because the accelerator operation amount Acc or the vehicle speed V increases when traveling in the motor travel mode.
- the engine 12 is cranked and started by slipping the K0 clutch 34, and the K0 clutch 34 is completely engaged and switched to the engine running mode after the engine is started.
- the K0 clutch 34 reaches the thermal limit, the K0 clutch 34 is forcibly released to prevent damage to the friction material and the like, and synchronous control is performed to synchronize the rotational speeds before and after the K0 clutch 34. Also, it has a function of engaging the K0 clutch 34 and shifting to the engine running mode without performing torque compensation after the temperature drop.
- the engine travel switching means 80 functionally includes a clutch engagement control means 82, an engine start control means 84, and a synchronization control means 86, and executes engine travel switching control according to the flowchart of FIG. Steps S2, S3, S10, S11, and S13 in FIG. 3 correspond to the clutch engagement control means 82, step S14 corresponds to the engine start control means 84, and steps S5 to S9 correspond to the synchronization control means 86.
- step S1 of FIG. 3 it is determined whether or not the hybrid control means 72 has determined whether to switch to the engine running mode. If the switching determination is made, step S2 and subsequent steps are executed.
- step S2 it is determined whether or not the clutch temperature TK0 is equal to or lower than a predetermined engagement prohibition temperature TK01. If TK0 ⁇ TK01, step S13 and subsequent steps are executed to control switching to the engine travel mode.
- step S13 the K0 clutch 34 is slip-engaged to crank the engine 12, and in step S14, fuel supply control and ignition timing control are performed, and the engine 12 is started. Then, after the engine 12 is started, the transition to the engine travel mode is completed by completely engaging the K0 clutch 34.
- step S15 it is determined whether or not the K0 clutch 34 is completely engaged and the transition to the engine travel mode is completed, and the execution of steps S2, S13, and S14 is repeated until the transition is completed.
- the transition is completed and the determination in step S15 is YES (positive), the series of engine travel switching control is terminated.
- step S2 corresponds to a thermal limit for avoiding damage to the friction material of the K0 clutch 34 due to overheating, and when the clutch temperature TK0 exceeds the engagement prohibition temperature TK01 (K0 thermal failure). ),
- the determination in step S2 is NO (negative), and step S3 is executed.
- step S3 slip engagement of the K0 clutch 34 is prohibited and the K0 clutch 34 is forcibly released.
- step S4 the running by the motor generator MG is continued.
- the K0 clutch 34 is engaged in step S11, it is necessary to secure the compensation torque T ⁇ for preventing a shock due to the inertia of the engine 12. Therefore, the vehicle can travel using the maximum torque TMGmaxG of the motor generator MG.
- step S5 it is determined whether or not the MG rotational speed NMG, that is, the rotational speed on the power transmission path side of the K0 clutch 34 is within the range of the minimum idle rotational speed NEidl1 to the maximum idle rotational speed NEidl2. If it is within, step S9 is immediately executed.
- step S5 determines whether or not the speed NMG can be shifted within the range of the idle rotational speed NEidl1 to NEidl2.
- the MG rotation speed NMG can be increased (raised) to some extent by the torque of the motor generator MG by reducing the hydraulic pressure and slipping, and the lock-up clutch 30 Is open, the MG rotation speed NMG can be lowered (lowered) until it coincides with the turbine rotation speed NT by increasing the hydraulic pressure and causing slipping.
- step S7 is executed, and the lockup clutch 30 is slipped. NMG is shifted to a range of idle speed NEidl1 to NEidl2.
- the lock-up clutch 30 corresponds to a transmission unit that changes the rotational speed (MG rotational speed NMG) on the power transmission path side of the K0 clutch 34 for synchronization.
- step S8 is executed.
- step S8 the gear stage of the automatic transmission 20 is switched so that the MG rotational speed NMG falls within the range of the idle rotational speed NEidl1 to NEidl2.
- the automatic transmission 20 corresponds to a transmission unit that changes the rotational speed (MG rotational speed NMG) on the power transmission path side of the K0 clutch 34 for synchronization.
- step S7 or S8 after shifting so that the MG rotational speed NMG falls within the range of the idle rotational speed NEidl1 to NEidl2, the step S9 is executed, and the target rotational speed NEt of the engine 12 is set to the MG rotational speed at that time.
- the engine 12 is controlled to idle at a speed NMG.
- step S10 it is determined whether or not the clutch temperature TK0 has fallen to a predetermined engagement prohibition release temperature TK02 or less. While the clutch temperature TK0 is higher than the engagement prohibition release temperature TK02, the above step S4 or less is performed. The above steps are repeated.
- step S11 the K0 clutch 34 is quickly and completely engaged to shift to the engine travel mode.
- step S12 the rotational speed control of the engine 12 is canceled and a driving force corresponding to the accelerator operation amount Acc is generated. The engine output control is executed.
- the engagement prohibition release temperature TK02 is a temperature at which the transition can be completed before the clutch temperature TK0 reaches the engagement prohibition temperature TK01 when the K0 clutch 34 is engaged and the transition to the engine travel mode is resumed. Thus, a temperature sufficiently lower than the engagement prohibition temperature TK01 is set.
- the synchronous control in steps S5 to S9 is based on the assumption that the engine 12 has already rotated by itself when the determination in step S2 is NO. If the temperature of the K0 clutch 34 becomes equal to or lower than the engagement prohibition release temperature TK02 without performing the synchronization control in steps S5 to S9, the control for switching to the engine running mode is performed by executing the steps S13 to S15. I do.
- Time t1 is the time when the accelerator pedal is depressed during inertial running when the accelerator is OFF, and the torque (MG torque) TMG of the motor generator MG is immediately raised and is stepped according to the switching determination for switching from the motor running mode to the engine running mode.
- the determination in S1 is YES (affirmation), and the execution after step S2 is started.
- the MG torque TMG is lower than the maximum torque TMGmax by the compensation torque T ⁇ in preparation for the slip engagement of the K0 clutch 34. Drive limited by torque.
- the compensation torque T ⁇ is increased so as to cancel the shock caused by the inertia of the engine 12, and the maximum torque TMGmax is set.
- the K0 clutch 34 is slip-engaged in this manner, the engine 12 is cranked and the engine rotational speed NE is increased, and the clutch temperature TK0 is increased due to heat generated by friction.
- the K0 hydraulic pressure command value 0 means that the K0 clutch 34 is in the released state.
- Time t3 is the time when the clutch temperature TK0 exceeds the engagement prohibition temperature TK01 due to heat generated by slip engagement of the K0 clutch 34, the determination in step S2 is NO, and the execution of each step after step S3 is started. . That is, the K0 clutch 34 is immediately forcibly released, and the motor generator MG generates driving force to travel while starting the synchronous control so that the rotational speeds of the K0 clutch 34 before and after substantially match. Since the motor generator MG does not need to secure the compensation torque T ⁇ , the motor generator MG travels using the maximum torque TMGmax.
- step S9 is executed immediately when the MG rotational speed NMG, which is the rotational speed on the power transmission path side of the K0 clutch 34, is within the range of the idle rotational speed NEidl1 to NEidl2, and the target rotational speed NEt of the engine 12 is set.
- the MG rotation speed NMG at that time is set, and the idle rotation speed control of the engine 12 is performed.
- the engine rotational speed NE is substantially matched with the MG rotational speed NMG within the range of the idle rotational speed NEidl1 to NEidl2.
- the K0 clutch 34 when switching to the engine running mode, the K0 clutch 34 is forcibly released when the clutch temperature TK0 of the K0 clutch 34 exceeds the engagement prohibition temperature TK01 which is the thermal limit.
- the engine speed NE is controlled so as to synchronize the front and rear rotational speeds (NE and NMG) of the K0 clutch 34 (steps S5 to S9).
- the shock (driving force fluctuation) when shifting to the engine running mode is reduced. This eliminates the need for torque compensation when the clutch is engaged, and it is not necessary to secure the compensation torque T ⁇ when traveling with the motor generator MG generating driving force during the K0 thermal failure (step S4).
- the vehicle can travel up to TMGmax, and it is possible to suppress the driver from feeling uncomfortable due to insufficient driving force. That is, the vehicle can travel with a driving force generated with a torque that is larger by the compensation torque T ⁇ than in the case without synchronous control.
- the engine 12 and the motor generator MG are directly connected via the K0 clutch 34 so that the MG rotational speed NMG falls within the range of the idle rotational speed NEidl1 to NEidl2 of the engine 12.
- the slip control of the lockup clutch 30 and the shift control of the automatic transmission 20 are performed as necessary, and the engine 12 is controlled with the MG rotational speed NMG as the target rotational speed NEt.
- the engine speed NE can be stably controlled with high accuracy by the speed control device 36 or the like, and the shock when the K0 clutch 34 is engaged can be appropriately reduced.
- Hybrid vehicle 12 Engine 20: Automatic transmission (transmission unit) 30: Lock-up clutch (transmission unit) 34: K0 clutch (clutch) 58: Clutch temperature sensor 70: Electronic control unit 80: Engine travel switching means 82: Clutch engagement control means 84: Engine start control means 86: Synchronization control means MG: Motor generator (rotating machine) TK0: Clutch temperature TK01: Engagement prohibition temperature (predetermined temperature) NE: Engine rotation speed NMG: MG rotation Speed (rotational speed on the power transmission path side) NEidl1: Minimum idle rotational speed NEidl2: Maximum idle rotational speed
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Abstract
Description
図1は、本発明が好適に適用されるハイブリッド車両10の駆動系統の骨子図を含む概略構成図である。このハイブリッド車両10は、燃料の燃焼で動力を発生するガソリンエンジンやディーゼルエンジン等の内燃機関であるエンジン12と、電動モータおよび発電機として機能するモータジェネレータMGとを駆動力源として備えている。そして、それ等のエンジン12およびモータジェネレータMGの出力は、流体式伝動装置であるトルクコンバータ14からタービン軸16、C1クラッチ18を経て自動変速機20に伝達され、更に出力軸22、差動歯車装置24を介して左右の駆動輪26に伝達される。トルクコンバータ14は、ポンプ翼車とタービン翼車とを直結するロックアップクラッチ(LUクラッチ)30を備えているとともに、ポンプ翼車にはオイルポンプ32が一体的に接続されており、エンジン12やモータジェネレータMGによって機械的に回転駆動されることにより油圧を発生して油圧制御装置28に供給する。ロックアップクラッチ30は、油圧制御装置28に設けられた電磁式の油圧制御弁や切換弁等によって係合開放されるとともに、油圧制御によって所定のスリップ状態で係合させることができる。上記モータジェネレータMGは回転機に相当する。
Claims (2)
- クラッチを介して動力伝達経路に接続されるエンジンと、少なくとも電動モータとして機能する回転機とを備えており、
前記クラッチを係合して少なくとも前記エンジンを駆動力源として用いて走行するエンジン走行モード、および該クラッチを開放して前記回転機を駆動力源として用いて走行するモータ走行モードが可能であるとともに、
前記クラッチが開放された前記エンジンの停止時に前記エンジン走行モードへ切り換える際には、該クラッチをスリップ係合させて該エンジンをクランキングして始動した後に該クラッチを完全係合させるハイブリッド車両の制御装置において、
前記エンジン走行モードへ切り換える際に、前記クラッチが予め定められた温度に達した場合には、該クラッチを開放するとともに、前記回転機により駆動力を発生させて走行する一方、該クラッチの前後の回転速度を同期させるように前記エンジンの回転速度を制御する
ことを特徴とするハイブリッド車両の制御装置。 - 前記エンジンは前記クラッチを介して前記回転機に直結されるようになっており、
前記クラッチの前後の回転速度を同期させるため、該クラッチの動力伝達経路側の回転速度である前記回転機の回転速度が前記エンジンのアイドル回転速度となるように、該動力伝達経路に設けられた変速部を変速させるとともに、該変速後の回転機の回転速度を前記エンジンの目標回転速度として該エンジンを制御する
ことを特徴とする請求項1に記載のハイブリッド車両の制御装置。
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DE112012007261.8T DE112012007261T5 (de) | 2012-12-26 | 2012-12-26 | Steuervorrichtung für ein Hybridfahrzeug |
JP2014553950A JP5939309B2 (ja) | 2012-12-26 | 2012-12-26 | ハイブリッド車両の制御装置 |
CN201280077978.7A CN104870285B (zh) | 2012-12-26 | 2012-12-26 | 混合动力车辆的控制装置 |
US14/654,399 US9381801B2 (en) | 2012-12-26 | 2012-12-26 | Control device for hybrid vehicle |
PCT/JP2012/083750 WO2014102946A1 (ja) | 2012-12-26 | 2012-12-26 | ハイブリッド車両の制御装置 |
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- 2012-12-26 US US14/654,399 patent/US9381801B2/en not_active Expired - Fee Related
- 2012-12-26 JP JP2014553950A patent/JP5939309B2/ja active Active
- 2012-12-26 WO PCT/JP2012/083750 patent/WO2014102946A1/ja active Application Filing
- 2012-12-26 DE DE112012007261.8T patent/DE112012007261T5/de not_active Withdrawn
- 2012-12-26 CN CN201280077978.7A patent/CN104870285B/zh not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001263389A (ja) * | 2000-03-22 | 2001-09-26 | Jatco Transtechnology Ltd | 電磁クラッチの締結制御装置 |
JP2010144851A (ja) * | 2008-12-19 | 2010-07-01 | Nissan Motor Co Ltd | 車両の制御装置 |
JP2011025858A (ja) * | 2009-07-28 | 2011-02-10 | Nissan Motor Co Ltd | ハイブリッド車両の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
US20150336570A1 (en) | 2015-11-26 |
CN104870285A (zh) | 2015-08-26 |
US9381801B2 (en) | 2016-07-05 |
JP5939309B2 (ja) | 2016-06-22 |
JPWO2014102946A1 (ja) | 2017-01-12 |
CN104870285B (zh) | 2017-07-18 |
DE112012007261T5 (de) | 2015-09-24 |
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