WO2014162839A1 - 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
- Publication number
- WO2014162839A1 WO2014162839A1 PCT/JP2014/056755 JP2014056755W WO2014162839A1 WO 2014162839 A1 WO2014162839 A1 WO 2014162839A1 JP 2014056755 W JP2014056755 W JP 2014056755W WO 2014162839 A1 WO2014162839 A1 WO 2014162839A1
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- WIPO (PCT)
- Prior art keywords
- engine
- motor
- engine start
- speed
- rotation speed
- Prior art date
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- 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
- Y10S903/915—Specific drive or transmission adapted for hev
- Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
- Y10S903/919—Stepped shift
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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 vehicle control device that starts an engine by a motor that drives drive wheels when an engine start is requested.
- a hybrid vehicle having an engine driven by fuel as a driving source and a motor driven by electric power stored in a battery has a first clutch that divides power transmission between the engine and the motor.
- the first clutch is engaged when the engine start request is made when the first clutch is released and the motor is driven using only the motor as a drive source.
- a control device for a hybrid vehicle that starts the engine see, for example, Patent Document 1.
- cranking is completed when the motor rotation speed matches the engine rotation speed and the differential rotation of the first clutch disappears.
- the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of preventing deterioration of fuel consumption due to engine start.
- a control apparatus for a hybrid vehicle of the present invention includes an engine, a motor that is provided in a drive system from the engine to drive wheels, and that starts the engine and drives the drive wheels, and the engine And a mode switching mechanism for transmitting the torque of the motor to the engine and starting the engine when there is an engine start request during traveling using only the motor as a drive source. It is mounted on a hybrid vehicle equipped with When the output rotation speed of the motor exceeds a preset motor rotation speed threshold, the engine start control unit is provided, compared to the case where the output rotation speed of the motor falls below the motor rotation speed threshold. Make starting difficult.
- the engine start control unit makes it difficult to start the engine when the motor rotational speed exceeds the motor rotational speed threshold, as compared with the case where the motor rotational speed falls below the motor rotational speed threshold. Thereby, it is possible to suppress the occurrence of an engine start request when the motor speed is relatively high, and to reduce the occurrence of a scene in which the engine speed becomes high when the engine is started. As a result, deterioration of fuel consumption due to engine start can be prevented.
- FIG. 3 is a flowchart illustrating a flow of an engine start determination process executed by the integrated controller according to the first embodiment. It is a figure which shows the EV-HEV selection map applied in the engine starting determination process of Example 1.
- FIG. 6 is a time chart showing characteristics of an accelerator opening, a motor rotation speed, an engine rotation speed, an engine start determination flag, a target shift speed, and an applied engine start map applied to the control device according to the first embodiment.
- it is explanatory drawing explaining the motor rotation speed threshold value based on an accelerator opening.
- the control apparatus of Example 1 it is explanatory drawing explaining the motor rotation speed threshold value based on battery SOC.
- Example 1 the form for implementing the control apparatus of the hybrid vehicle of this invention is demonstrated based on Example 1 shown in drawing.
- Example 1 First, the configuration will be described.
- the configuration of the control apparatus for the electric vehicle according to the first embodiment will be described by being divided into “overall system configuration”, “schematic configuration of automatic transmission”, and “engine start determination processing configuration”.
- FIG. 1 shows a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device according to the first embodiment is applied.
- FIG. 2 shows an EV-HEV selection map set in the mode selection unit of the integrated controller. An example is shown. The overall system configuration will be described below with reference to FIGS.
- the drive system of the FR hybrid vehicle includes an engine Eng, a first clutch CL1 (mode switching mechanism), a motor / generator MG (motor), a second clutch CL2, an automatic transmission (shift).
- Machine AT, transmission input shaft IN, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), right rear wheel RR (drive wheel) And).
- M-O / P is a mechanical oil pump
- S-O / P is an electric oil pump
- FL is a left front wheel
- FR is a right front wheel
- FW is a flywheel.
- the engine Eng is a gasoline engine or a diesel engine as a driving source, and engine start control, engine stop control, and valve opening control of the throttle valve are performed based on an engine control command from the engine controller 1.
- the engine output shaft is provided with a flywheel FW.
- the motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and serves as a driving source.
- the motor / generator MG is controlled by applying a three-phase alternating current generated by the inverter 3 based on a control command from the motor controller 2.
- the motor / generator MG can operate as an electric motor that is driven to rotate by receiving electric power from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated from the engine Eng or the driving wheel.
- the battery 4 When receiving energy, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (this operation state is hereinafter referred to as “regeneration”). Further, when the first clutch CL1 is engaged, the starter motor is started to start the engine Eng. Note that the rotor of the motor / generator MG is coupled to the transmission input shaft IN of the automatic transmission AT via a damper.
- the first clutch CL1 is a fastening element provided between the engine Eng and the motor / generator MG.
- the first clutch CL1 is a so-called normally closed type clutch that is engaged by an urging force of a diaphragm spring or the like when the CL1 oil pressure is not applied and is released by applying a CL1 oil pressure that opposes the urging force.
- the first clutch CL1 is engaged when an engine start request is made, and transmits the torque of the motor / generator MG to the engine Eng to start the engine.
- the automatic transmission AT is a stepped transmission that automatically switches the shift speed between the seventh forward speed and the first reverse speed according to the vehicle speed, the accelerator opening, and the like.
- the output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.
- the second clutch CL2 is a frictional engagement element interposed in the power transmission path from the motor / generator MG to the left and right rear wheels RL, RR.
- the second clutch CL2 is not newly added as a dedicated clutch independent of the automatic transmission AT, but uses a frictional engagement element (clutch or brake) for shifting the automatic transmission AT. That is, the second clutch CL2 is a frictional engagement element selected as an element suitable for the engagement condition among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT.
- the first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.
- EV mode electric vehicle mode
- HEV mode hybrid vehicle mode
- EV mode drive torque control mode
- WSC mode drive torque control mode
- the “EV mode” is a mode in which the first clutch CL1 is disengaged and the drive source is only the motor / generator MG, and includes a motor drive mode (motor power running) and a generator power generation mode (generator regeneration). This “EV mode” is selected, for example, when the required driving force is low and the battery SOC is secured.
- the “HEV mode” is a mode in which the first clutch CL1 is engaged and the drive source is the engine Eng and the motor / generator MG.
- the motor assist mode (motor power running), engine power generation mode (generator regeneration), and deceleration regeneration It has a power generation mode (generator regeneration).
- This “HEV mode” is selected, for example, when the required driving force is high or when the battery SOC is insufficient.
- the “WSC mode” is driven in the “HEV mode”, but the torque transmission of the second clutch CL2 is maintained while maintaining the second clutch CL2 in the slip engagement state by controlling the rotation speed of the motor / generator MG. This mode controls the capacity.
- the torque transmission capacity of the second clutch CL2 is controlled so that the driving force transmitted after passing through the second clutch CL2 becomes the required driving force that appears in the accelerator operation amount of the driver.
- the “WSC mode” is selected in a region where the engine speed is lower than the idle speed, such as when starting in the “HEV mode” selection state.
- the control system of the FR hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, and an AT controller. 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10.
- the controllers 1, 2, 5, 7, 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.
- 12 is an engine speed sensor
- 13 is a resolver
- 15 is a first clutch stroke sensor that detects the stroke position of the piston 14a of the hydraulic actuator 14
- 19 is a wheel speed sensor
- 20 is a brake stroke sensor.
- the AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, an inhibitor switch 18 for detecting a selected range position (N range, D range, R range, P range, etc.), and the like. . Then, when driving with the D range selected, the optimum shift stage is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map (see FIG. 5), and the searched shift The control command to obtain the gear is output to the AT hydraulic control valve unit CVU. In addition to this shift control, based on a command from the integrated controller 10, control of complete engagement (HEV mode) / slip engagement (engine start) / release (EV mode) of the first clutch CL1 is performed. The second clutch CL2 is fully engaged (HEV mode) / ⁇ slip engagement (EV mode) / rotational difference absorption slip engagement (WSC mode) / variable torque cutoff slip engagement (engine start / stop mode).
- ⁇ slip control the control that maintains the minute slip rotation ( ⁇ slip rotation) of the second clutch CL2 while the automatic transmission AT is traveling in the EV mode in the non-shift state.
- This “ ⁇ slip control” is carried out by motor rotation speed control that controls the actual motor rotation speed of the motor / generator MG to match the target motor rotation speed at which the second clutch CL2 performs minute slip rotation. Since the motor torque during the motor rotation speed control depends on the load received by the motor / generator MG by the second clutch CL2, the CL2 actual torque can be estimated from the detected motor torque value during the motor rotation speed control.
- ⁇ slip control is performed in the EV non-shifting state and the target drive torque is greater than the specified value (set with concern about the region where slip is impossible due to friction or the region where accuracy cannot be secured due to low hydraulic pressure).
- the target drive torque is less than the specified value, a capacity safety factor is secured so that the second clutch CL2 does not slip. Therefore, immediately after the EV shift, immediately after the mode transition from the HEV mode to the EV mode, when the target drive torque is depressed from the low torque, the second clutch CL2 is slipped in and the ⁇ slip control is activated.
- the integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
- the integrated controller 10 includes a mode selection unit 10a, an engine start control unit 10b, an engine stop control unit 10c, and an operating point command unit 10d.
- the mode selection unit 10a uses the EV-HEV selection map shown in FIG. 2 to select, as a target travel mode, the travel mode searched based on the position of the operating point determined by the accelerator opening APO and the vehicle speed VSP.
- HEV ⁇ WSC switching line are set.
- the mode selection unit 10a switches the target travel mode from “EV mode” to “HEV mode”, and the engine start control unit 10b. An engine start request is output.
- the mode selection unit 10a switches the target driving mode from “HEV mode” to “EV mode” and controls engine stop.
- An engine stop request is output to the unit 10c.
- the HEV ⁇ EV switching line and the EV ⁇ HEV switching line are set with a hysteresis amount as a line dividing the EV region and the HEV region.
- the EV-HEV selection map may be set based on the accelerator opening APO and the battery SOC.
- the EV ⁇ HEV switching line that sets the “HEV mode” as the target travel mode is set, and the battery SOC is determined while the “HEV mode” is selected.
- the HEV ⁇ EV switching line is set with the “EV mode” as the target travel mode.
- the driving point APO, VSP
- the mode selection unit 10a changes the target driving mode from “HEV mode” to “WSC mode”. Switch to.
- the HEV ⁇ WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idling speed when the automatic transmission AT is in a predetermined low gear ratio region.
- the engine start control unit 10b performs engine start control for starting the engine Eng using the motor generator MG as a starter motor by slip-engaging the second clutch CL2 and fastening the first clutch CL1 in response to the input of the engine start request. .
- an engine start determination process described later is executed.
- the engine stop control unit 10c performs engine stop control in which the second clutch CL2 is slip-engaged and the first clutch CL1 is released and the engine Eng is stopped in response to an input of an engine stop request.
- the operating point command unit 10d calculates the operating point arrival target of the FR hybrid vehicle based on input information such as the accelerator opening APO, the vehicle speed VSP, and the target mode. It should be noted that the target engine torque, the target MG torque, the target MG rotation speed, the target CL1 torque, the target CL2 torque, and the target shift speed are calculated as the operating point reaching target. Then, the operating point command unit 10d sends a target engine torque command, a target MG torque command, a target MG rotation speed command, a target CL1 torque command, a target CL2 torque command, and a target gear speed command via the CAN communication line 11. Output to controllers 1, 2, 5 and 7.
- the automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed. As shown in FIG. 3, the driving force from at least one of the engine Eng and the motor / generator MG is input to the transmission. The rotational speed is changed by a transmission gear mechanism having four planetary gears and seven frictional engagement elements, which is input from the shaft Input, and is output from the transmission output shaft Output.
- the first planetary gear set GS1 by the first planetary gear G1 and the second planetary gear G2 and the second planetary gearset GS2 by the third planetary gear G3 and the fourth planetary gear G4 are coaxially arranged.
- the first clutch C1 (I / C), the second clutch C2 (D / C), the third clutch C3 (H & LR / C), and the first brake B1 (Fr / B), the second brake B2 (Low / B), the third brake B3 (2346 / B), and the fourth brake B4 (R / B) are arranged.
- a first one-way clutch F1 (1stOWC) and a second one-way clutch F2 (1 & 2OWC) are arranged as engagement elements for machine operation.
- the transmission input shaft Input is connected to the second ring gear R2 and inputs rotational driving force from at least one of the engine Eng and the motor / generator MG.
- the transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.
- the first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by the first connecting member M1.
- the third ring gear R3 and the fourth carrier PC4 are integrally connected by the second connecting member M2.
- the first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.
- FIG. 4 is a fastening operation table.
- ⁇ indicates that the friction engagement element is hydraulically engaged in the drive state
- ( ⁇ ) indicates that the friction engagement element is hydraulically engaged (drive state) in the coast state.
- no mark indicates that the frictional engagement element is in an open state.
- the frictional engagement element in the engaged state indicated by hatching indicates an element used as the second clutch CL2 at each shift stage.
- the second brake B2 (Low / B) is set as the second clutch CL2.
- the second clutch C2 (D / C) is the second clutch CL2.
- the third clutch C3 (H & LR / C) is the second clutch CL2.
- the first clutch C1 (I / C) is the second clutch CL2.
- the fourth brake B4 (R / B) is the second clutch CL2.
- FIG. 6 is a flowchart illustrating a flow of an engine start determination process executed by the engine start control unit according to the first embodiment.
- FIG. 7 is a diagram illustrating an EV-HEV selection map applied in the engine start determination process according to the first embodiment.
- the engine start determination process is executed when the travel mode is the “EV mode”.
- step S1 the EV-HEV selection map used when the target mode is selected by the mode selection unit 10a of the integrated controller 10 is set as the first engine start map.
- the “engine start map” is a characteristic diagram showing only the EV ⁇ HEV switching line as the engine start line in the EV-HEV selection map, and the “first engine start map” is shown in FIG.
- This “first engine start map” is set by the accelerator opening APO and the battery SOC.
- the accelerator opening APO is a value that varies proportionally with respect to the driver required driving force, and is a value corresponding to the driver required driving force.
- the battery SOC represents the remaining battery charge and indicates the battery charge state. That is, the battery SOC is a value corresponding to the battery charge state.
- step S2 following the setting of the first engine start map in step S1, the output rotational speed of the motor / generator MG (hereinafter referred to as motor rotational speed) is equal to or greater than a first threshold value (motor rotational speed threshold value) set in advance. Judge whether there is. If YES (motor rotation speed ⁇ first threshold), the process proceeds to step S4. If NO (motor rotation speed ⁇ first threshold), the process proceeds to step S3.
- the motor rotation speed is detected by the motor rotation speed sensor 12.
- the “first threshold value” is set to a value obtained by integrating the number of rotations of the transmission output shaft Output of the automatic transmission AT and the speed ratio at the target gear stage of the automatic transmission AT.
- a value obtained by adding a predetermined margin to the integrated value of the transmission output shaft rotation speed and the gear ratio is set as the first threshold value.
- step S3 following the determination that motor rotation speed ⁇ first threshold value in step S2, it is determined whether the motor rotation speed is equal to or greater than a preset second threshold value (motor rotation speed threshold value). If YES (motor rotational speed ⁇ second threshold), the process proceeds to step S4. If NO (motor rotation speed ⁇ second threshold value), the process proceeds to step S5.
- the “second threshold value” is a value arbitrarily set for each target gear position of the automatic transmission AT. Here, it is set to a value obtained by integrating an arbitrary constant and the reciprocal of the gear ratio at the target gear stage of the automatic transmission AT, and is set to a smaller value as the gear stage is lower (the gear ratio is larger).
- step S4 following the determination that the motor rotational speed ⁇ first threshold value in step S2 or the motor rotational speed ⁇ second threshold value in step S3, the output rotational speed of the motor / generator MG is relatively high.
- the EV-HEV selection map set in step S1 is switched to the second engine start map.
- the “second engine start map” is a characteristic diagram set by the accelerator opening APO and the battery SOC, and is indicated by a broken line in FIG. 7.
- a part of the accelerator opening region is set to a larger value than the first engine start map.
- a part of the battery SOC region is set to a smaller value compared to the first engine start map. That is, when the engine is started using this “second engine start map”, the engine start conditions are stricter than when the engine is started using the “first engine start map”.
- step S5 following the determination that motor rotation speed ⁇ second threshold value in step S3, it is determined that the output rotation speed of the motor / generator MG is relatively low, and engine start determination using the first engine start map is performed. Do. That is, it is determined whether or not the operating point (SOC, APO) determined by the battery SOC and the accelerator opening APO has crossed the first engine start map set in step S1 toward the HEV region. If YES (crossed), the process proceeds to step S7. If NO (not crossing), the process returns to step S1.
- SOC operating point
- APO accelerator opening APO
- step S6 following the setting for switching the second engine start map in step S4, engine start determination using the second engine start map is performed. That is, it is determined whether or not the operating point (APO, SOC) determined by the accelerator opening APO and the battery SOC has crossed the second engine start map set in step S4 toward the HEV region. If YES (crossed), the process proceeds to step S7. If NO (not crossing), the process returns to step S1.
- APO operating point
- step S7 it is determined that the operating point (APO, SOC) in step S5 has crossed the first engine start map, or the operating point (APO, SOC) in step S6 has crossed the second engine start map.
- an engine start request is output and the process proceeds to step S8.
- the engine start flag is changed from OFF to ON by outputting the engine start request.
- step S8 following the output of the engine start request in step S7, engine start control is started and the process proceeds to the end.
- the engine start control refers to the second clutch CL2 being slip-engaged by controlling the rotation speed of the motor / generator MG while controlling the torque transmission capacity of the second clutch CL2 to be the driver's required driving force. Then, the first clutch CL1 is engaged, the torque of the motor / generator MG is transmitted to the engine Eng, and the engine Eng is cranked.
- FIG. 8 is a time chart showing the characteristics of the accelerator opening, the motor rotation speed, the engine rotation speed, the engine start determination flag, the target gear position, and the applied engine start map in the control device of the first embodiment. It is.
- the characteristics of the hybrid control device of the comparative example are indicated by broken lines.
- the engine starting operation in the hybrid vehicle control apparatus of the comparative example will be described.
- the operating point determined by the vehicle speed VSP and the accelerator opening APO is a 1 ⁇ 2 upshift line on the shift map shown in FIG. 5 A crossing 1 ⁇ 2 upshift command is output.
- the target gear position of the automatic transmission AT is changed from the first speed (1st) to the second speed (2nd), and the shift control is started.
- the accelerator opening APO continues to increase at time t 4, the operating point determined by the battery SOC and the accelerator opening APO (SOC, APO) is, HEV region across the first engine start map shown in FIG. 7 Move to. Therefore, an engine start request is generated, the engine start flag is changed from OFF to ON, and engine start control is started. As a result, the motor speed increases to slip-engage the second clutch CL2. Further, the first clutch CL1 is engaged, the motor torque is transmitted to the engine Eng, and the output speed of the engine Eng (hereinafter referred to as “engine speed”) starts to increase.
- the motor / generator MG has a characteristic that the motor torque decreases in a high rotation range. For this reason, if the motor rotation speed is high, the motor torque that can be used for starting the engine is limited. As a result, the upper limit value of the torque transmission capacity of the second clutch CL2 is reduced. As a result, in a traveling scene where acceleration is accompanied by engine start, the required driving force cannot be met, and driving force is lost or torque is applied to the driving wheels. There may be a time lag before transmission.
- step S1 when performing the accelerator depression operation, the accelerator opening APO begins to increase, motor speed continues a gradual increase.
- the flowchart shown in FIG. 6 is executed, and the first engine start map shown by the solid line in FIG. 7 is set as the engine start map in step S1. Then, the process proceeds to step S2, and it is determined whether or not the motor rotation speed is equal to or higher than the first threshold value.
- the first threshold value is a value obtained by adding a predetermined margin to a value obtained by integrating the rotation speed of the transmission output shaft Output of the automatic transmission AT and the gear ratio at the target gear stage of the automatic transmission AT. Is set. Since at time t 1 when a target shift speed first speed (1ST), a characteristic diagram shown by thin broken lines in FIG. 8. And in this time t 1 point, the motor speed is below a first threshold value, the process proceeds to step S3, whether or not the motor speed is not smaller than the second threshold value is determined.
- the second threshold value is set to a value obtained by integrating an arbitrary constant and the reciprocal of the gear ratio at the target gear position of the automatic transmission AT. Since at time t 1 when the target gear position is the first speed (1ST), a characteristic diagram showing by a thin one-dot chain line in FIG. 8. And in this time t 1 point, the motor speed is below a second threshold value, the process proceeds to step S5, a determination engine start by applying the first engine start map. At this time, since the accelerator opening APO is low, the operating point determined by the battery SOC and the accelerator opening APO (SOC, APO) remains in the EV area becomes P 1 position shown in FIG. That is, this operating point (SOC, APO) does not cross the first engine start map. Thereby, it returns to step S1 and an engine starting request
- step S6 the process proceeds from step S3 to step S4, and the EV-HEV selection map is switched to the second engine start map indicated by the broken line in FIG. Then, the process proceeds to step S6, and the engine start determination is performed by applying the second engine start map.
- the accelerator opening APO is increased, the operating point (SOC, APO) is moved to P 2 position, operating point at time t 1 time (SOC, APO) position of (P 1 position) Rather closer to the second engine start map.
- the process returns to step S1 and no engine start request is generated.
- the operating point determined by the vehicle speed VSP and the accelerator opening APO is a 1 ⁇ 2 upshift line on the shift map shown in FIG. 5 A crossing 1 ⁇ 2 upshift command is output.
- the target gear position of the automatic transmission AT is changed from the first speed (1st) to the second speed (2nd), and the shift control is started.
- the first threshold value and the second threshold value are changed by changing the target shift speed from the first speed (1st) to the second speed (2nd). That is, the first threshold value is a value obtained by adding a predetermined margin to a value obtained by integrating the rotation speed of the transmission output shaft Output of the automatic transmission AT and the speed ratio at the target gear stage of the automatic transmission AT. Therefore, the characteristic diagram is shown by a thick broken line in FIG. Further, the second threshold value is a value obtained by integrating an arbitrary constant and the reciprocal of the speed ratio at the target gear position of the automatic transmission AT, and thus is a characteristic diagram indicated by a thick dashed line in FIG.
- step S2 When at time t 3 is the first threshold value and second threshold value is changed, the motor rotation speed is to exceed the first threshold value at this time t 3. Therefore, in the flowchart shown in FIG. 6, the process proceeds from step S2 to step S4, and the engine start map is switched to the second engine start map indicated by the broken line in FIG.
- accelerator depression operation is continued, at time t 4, the operating point (SOC, APO) moves to P 3 position, crosses the first engine start map. However, at this time, since the EV-HEV selection map is set to the second engine start map indicated by the broken line, NO is determined in step S6, and the engine start request is not output. Thereafter, the accelerator depression operation is continued, the operating point (SOC, APO) is moved to the P 4 position. Again, since the operating point (SOC, APO) does not cross the second engine start map, NO is determined in step S6, and no engine start request is output.
- step S1 when the motor speed falls below a first threshold value, the process proceeds to step S1 ⁇ step S2 ⁇ step S3 in the flowchart shown in FIG. 6, whether or not the motor speed is not smaller than the second threshold value is determined.
- step S5 since the second threshold value is larger than the first threshold value, the motor rotation number naturally falls below the second threshold value, and the process proceeds to step S5.
- step S1 since step S1 has elapsed, the EV-HEV selection map is set to the first engine start map. Then, by proceeding to step S5, it is determined whether or not the operating point (SOC, APO) determined by the battery SOC and the accelerator opening APO has crossed the first engine start map.
- step S5 the time t 8 when the accelerator opening APO has not changed, the operating point remains in P 4 position. Therefore, the operating point (SOC, APO) exists in the HEV region across the first engine start map.
- step S5 the process proceeds from step S7 to step S8, an engine start request is generated, and the engine start flag is changed from OFF to ON. Then, engine start control is started.
- the engine speed is increased, at time t 10, match the motor speed and the engine rotational speed, the engine cranking is completed.
- the motor speed and the engine speed are further increased to bring the engine to a complete explosion state.
- shift control is in progress based on 1 ⁇ 2 upshift command output at time t 3 time points. Therefore, the time t 11 to the peak, the motor speed and the engine rotational speed is reduced.
- the motor speed and the engine speed if it matches the target rotational speed after shifting, 1 ⁇ 2 upshift is completed.
- the fuel efficiency of the engine Eng can be improved. That is, in the control device of the comparative example, the engine speed becomes a peak at time t 6, the control apparatus of the first embodiment, the engine speed reaches its peak at time t 11. At this time, the engine speed peak value in the control device of the first embodiment is lower by ⁇ x than the engine speed peak value in the control device of the comparative example. Thus, since the engine can be started with the peak value of the engine speed lowered, the fuel injection amount can be reduced and the fuel efficiency can be improved.
- the engine start control is executed after the motor speed is relatively low, the engine can be started with the motor / generator MG having a sufficient motor torque. This makes it difficult to limit the motor torque that can be used to start the engine, and it is possible to start the engine while responding to the required driving force even in a driving scene that accelerates with the engine starting. It is possible to prevent a time lag from occurring until torque is transmitted to the drive wheels.
- both the 1st threshold value and the 2nd threshold value are set for every gear stage of automatic transmission AT with respect to the motor rotation speed. That is, the first threshold value and the second threshold value, which are motor rotation speed threshold values, are set according to the target gear ratio of the automatic transmission AT, respectively.
- the engine speed is high at the low gear where the gear ratio difference is relatively large.
- the function of the present invention can be provided only at an arbitrary shift stage.
- the motor rotational speed is set by setting the output shaft rotational speed of the automatic transmission AT and the speed ratio at the target gear stage of the automatic transmission AT to be integrated.
- the threshold value can be set to a value higher than the number of revolutions expected to increase when the engine is started.
- the integrated controller 10 in order to make it difficult to start the engine when the motor speed is relatively high, includes a first engine start map set by the accelerator opening APO and the battery SOC. And a second engine start map in which at least the accelerator opening APO is set to a larger value than the first engine start map, and at least a part of the battery SOC is set to a smaller value.
- the engine engine start determination is performed using the first engine start map, and the motor rotational speed is either the first threshold value or the second threshold value. In the case of exceeding the engine start determination of the engine Eng is performed using the second engine start map.
- the engine is started when the battery SOC falls below the third engine start threshold th3 on the first engine start map.
- the motor speed exceeds the first threshold value or the second threshold value the engine is started when the battery SOC falls below the fourth engine start threshold value th4 on the second engine start map that is smaller than the third engine start threshold value th3.
- the engine start threshold set by the accelerator opening APO which is the driver-required driving force equivalent value
- the engine set by the battery SOC which is the battery charge state equivalent value
- the start threshold value is varied according to the motor speed.
- the EV-HEV selection map set by the accelerator opening APO and the battery SOC is made different according to the motor speed. For this reason, the engine start determination can be performed based on the conditions of both the driver requested driving force and the battery charge state, and the engine start determination can be performed more appropriately.
- the speed of the motor is reduced by the shift control, and the EV-HEV selection map is switched from the second engine start map to the first engine start map, so that the accelerator opening APO is constant.
- the scene where the engine start request is output is not limited to this.
- the accelerator depression operation is performed and the accelerator opening APO increases, operating point (SOC, APO) if the move to P 5 position shown in FIG. 7, the operating point (SOC, APO) is moved to the HEV region across the second engine starting map.
- the motor rotation speed is relatively high, the engine start request is output and the engine start control is executed, so that it is possible to meet the driver requested driving force.
- Engine Eng A motor (motor / generator) MG provided in a drive system from the engine Eng to the drive wheels (left and right rear wheels) RL, RR for starting the engine Eng and driving the drive wheels RL, RR; Provided at the connection between the engine Eng and the motor MG, when there is an engine start request during traveling using only the motor MG as a drive source, the torque of the motor MG is transmitted to the engine Eng to Mounted on a hybrid vehicle equipped with a mode switching mechanism (first clutch) CL1, When the rotational speed of the motor MG exceeds a preset motor rotational speed threshold (first threshold, second threshold), the rotational speed of the motor MG is the motor rotational speed threshold (first threshold, second threshold).
- the engine start control unit 10b is configured to make it difficult to start the engine Eng than the case where the engine Eng is below. Thereby, the engine speed increase at the time of engine start can be suppressed, and fuel consumption can be prevented from deteriorating due to engine start.
- the engine start control unit 10b When the rotational speed of the motor MG is below the motor rotational speed threshold value (first threshold value, second threshold value), if the battery charge state equivalent value (battery SOC) falls below the third engine start threshold value th3, Start, When the rotation speed of the motor MG exceeds the motor rotation speed threshold value (first threshold value, second threshold value), the fourth engine having the battery charge equivalent value (battery SOC) smaller than the third engine start threshold value th3.
- the engine Eng is started when it falls below the start threshold th4. This makes it difficult to start the engine when the motor speed is high with a simple configuration.
- the engine start control unit 10b A first engine start map (solid line) set by a driver required driving force equivalent value (accelerator opening APO) and a battery charge state equivalent value (battery SOC), and at least a part of the first engine start map (solid line)
- the engine Eng is determined to start using the first engine start map (solid line);
- the engine Eng is determined to start using the second engine start map (broken line).
- the engine start determination can be performed based on both conditions of the driver requested driving force and the battery charge state, and the engine start
- the transmission is a stepped automatic transmission (automatic transmission) AT having a plurality of shift stages
- the engine start control unit 10b sets the motor rotation speed threshold (first threshold), the output shaft rotation speed of the stepped automatic transmission AT, and the gear ratio at the target shift stage of the stepped transmission AT.
- the integrated value is set.
- Example 1 As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example about concrete structure, The summary of the invention which concerns on each claim of a claim As long as they do not deviate, design changes and additions are permitted.
- the example in which the first engine start map and the second engine start map are switched and set according to the magnitude of the motor rotation speed is shown.
- the configuration that makes it difficult to start the engine is not limited to this.
- a time lag may be provided between the generation of an engine start request and the start of engine start control. That is, even if the operating point (SOC, APO) determined by the battery SOC and the accelerator opening APO crosses the engine start map, when the motor speed is relatively high, the engine start control is not started immediately but is set in advance. The engine start start time is delayed by the time.
- the time (time lag) until the engine start control is started may be made different for each gear stage of the automatic transmission AT, for example, a longer time may be set for a lower gear stage.
- the motor rotation speed threshold value may be set according to the magnitude of the accelerator opening APO that is a value corresponding to the driver required driving force. That is, for example, when the accelerator is depressed greatly and the accelerator opening APO is relatively large, the motor rotation speed threshold is set to a relatively high value. In this way, when the accelerator opening APO is large and the driver-requested driving force is considered high, the engine can be started quickly even if the motor speed is high, and the driver-requested driving force is met. be able to. That is, by setting the motor rotation speed threshold according to the magnitude of the driver request driving force equivalent value, it is possible to prevent deterioration in fuel consumption while responding promptly to the driver request driving force.
- a time (time lag) from when an engine start request is generated until engine start control is started may be set according to the magnitude of the accelerator opening APO that is a value corresponding to the driver required drive force. That is, when it is considered that the accelerator opening APO is large and the driver required driving force is high, the time from the generation of the engine start request to the start of the engine start control is set to be relatively short. Thus, when the accelerator opening APO is large and the driver-requested driving force is considered to be high, the engine can be started quickly and the driver-requested driving force can be met.
- the present invention is not limited to this.
- it may have a large number of motor rotation speed threshold values and a large number of engine start maps according to the motor rotation speed threshold values.
- the present invention is not limited to this, and a differential device or a power split device that exhibits a clutch function without using a clutch, such as a planetary gear, may be used.
- the second clutch CL2 an example in which a shift element in the automatic transmission AT is diverted and an element selected from three engagement elements that are engaged at each shift speed is used as the second clutch CL2.
- the second clutch CL2 is independent of the automatic transmission, such as a clutch interposed between the motor and the input shaft of the automatic transmission, or a clutch interposed between the output shaft of the automatic transmission and the drive wheel. It is good also as a clutch provided.
- the automatic transmission AT is not limited to a stepped automatic transmission, but may be a continuously variable transmission, a stepped manual (manual) transmission, or a speed reducer.
- the accelerator opening APO is used as the “driver required driving force equivalent value”.
- the present invention is not limited to this.
- the required driving torque command value or other driver's request Any value that changes can be applied.
- the example using the battery SOC has been shown as the “battery charge state equivalent value”, the present invention is not limited to this, and for example, any value that changes according to the battery charge / discharge time difference or the charge state of the battery 4 is applicable. be able to.
- the engine start map used for the engine start determination is set based on the battery SOC and the accelerator opening APO.
- the engine start map may be set based on the vehicle speed VSP and the accelerator opening APO, or the engine start map may be set based on one value such as only the accelerator opening APO or only the battery SOC.
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Abstract
Description
そして、このようなハイブリッド車両に搭載され、第1クラッチを開放し、モータのみを駆動源として走行しているときにエンジン始動要求があったときに、第1クラッチを締結し、モータをスタータモータとしてエンジン始動を行うハイブリッド車両の制御装置が知られている(例えば、特許文献1参照)。なお、モータをスタータモータとしてエンジン始動する場合には、モータ回転数とエンジン回転数が一致し、第1クラッチの差回転がなくなったらクランキングが完了する。
そのため、エンジン始動要求が出力された時のモータ回転数が比較的高いときには、エンジン回転数も高回転にしなければクランキングができなくなってしまう。これにより、エンジン燃費が悪化するという問題が生じていた。
これにより、モータ回転数が比較的高いときにエンジン始動要求が発生することが抑制され、エンジン始動時にエンジン回転数が高くなるシーンの発生を低減できる。この結果、エンジン始動による燃費の悪化を防止することができる。
まず、構成を説明する。
実施例1における電動車両の制御装置の構成を、「全体システム構成」、「自動変速機の概略構成」、「エンジン始動判定処理構成」に分けて説明する。
図1は、実施例1における制御装置が適用された後輪駆動によるFRハイブリッド車両(ハイブリッド車両の一例)を示し、図2は、統合コントローラのモード選択部に設定されているEV-HEV選択マップの一例を示す。以下、図1及び図2に基づいて、全体システム構成を説明する。
また、この統合コントローラ10には、モード選択部10a、エンジン始動制御部10b、エンジン停止制御部10cと、動作点指令部10dと、を有している。
このEV-HEV選択マップには、EV⇒HEV切替線(=エンジン始動線)と、HEV⇒EV切替線(=エンジン停止線)と、HEV⇒WSC切替線と、が設定されている。EV領域に存在する運転点(APO,VSP)が前記EV⇒HEV切替線を横切ると、モード選択部10aでは目標走行モードを「EVモード」から「HEVモード」へと切り替え、エンジン始動制御部10bへエンジン始動要求が出力される。また、HEV領域に存在する運転点(APO,VSP)が前記HEV⇒EV切替線を横切ると、モード選択部10aでは目標走行モードを「HEVモード」から「EVモード」へと切り替え、エンジン停止制御部10cへエンジン停止要求が出力される。ここで、前記HEV⇒EV切替線と前記EV⇒HEV切替線は、EV領域とHEV領域を分ける線としてヒステリシス量を持たせて設定されている。
なお、EV-HEV選択マップは、アクセル開度APOとバッテリSOCに基づいて設定してもよい。このときには、「EVモード」の選択中、バッテリSOCが所定値以下になると「HEVモード」を目標走行モードとするEV⇒HEV切替線が設定され、「HEVモード」の選択中、バッテリSOCが所定値以上になると「EVモード」を目標走行モードとするHEV⇒EV切替線が設定される。
さらに、「HEVモード」の選択時に運転点(APO,VSP)が前記HEV⇒WSC切替線を横切ってWSC領域に入ると、モード選択部10aでは目標走行モードを「HEVモード」から「WSCモード」へと切り替える。前記HEV⇒WSC切替線は、自動変速機ATが所定の低変速比領域のときに、エンジンEngがアイドル回転数を維持する第1設定車速VSP1に沿って設定されている。
図3は、実施例1における第2クラッチを内蔵した自動変速機の一例を示すスケルトン図であり、図4は、自動変速機での変速段ごとの各摩擦締結要素の締結状態を示す締結作動表であり、図5は、ATコントローラに設定されている自動変速機のシフトマップの一例を示す図である。以下、図3~図5に基づいて、自動変速機ATの概略構成を説明する。
図6は、実施例1のエンジン始動制御部にて実行されるエンジン始動判定処理の流れを示すフローチャートである。図7は、実施例1のエンジン始動判定処理にて適用するEV-HEV選択マップを示す図である。以下、エンジン始動判定処理構成をあらわす図6のフローチャートの各ステップについて説明する。なお、このエンジン始動判定処理は、走行モードが「EVモード」であるときに実行する。
ここで、「エンジン始動マップ」とは、EV-HEV選択マップの中でエンジン始動線であるEV⇒HEV切替線のみを示した特性線図であり、「第1エンジン始動マップ」は、図7において実線で示す。この「第1エンジン始動マップ」は、アクセル開度APOとバッテリSOCによって設定される。なお、アクセル開度APOは、ドライバー要求駆動力に対して比例的に変動する値であり、ドライバー要求駆動力相当値である。また、バッテリSOCは、バッテリ充電残量を表し、バッテリ充電状態を示す。つまり、このバッテリSOCは、バッテリ充電状態相当値となる。
ここで、モータ回転数は、モータ回転数センサ12によって検出する。また、「第1閾値」は、自動変速機ATの変速機出力軸Outputの回転数と、自動変速機ATの目標変速段での変速比とを積算した値に設定される。なお、ここでは、変速機出力軸回転数と変速比との積算値に所定の余裕代を加算した値を第1閾値に設定する。
ここで、「第2閾値」は、自動変速機ATの目標変速段ごとに任意に設定される値である。ここでは、任意の定数と、自動変速機ATの目標変速段での変速比の逆数とを積算した値に設定され、変速段が低い(変速比が大きい)ほど小さい値に設定される。
ここで、「第2エンジン始動マップ」は、アクセル開度APOとバッテリSOCによって設定された特性線図であり、図7において破線で示す。この「第2エンジン始動マップ」では、一部のアクセル開度領域が、第1エンジン始動マップと比べてより大きい値に設定されている。また、一部のバッテリSOC領域が、第1エンジン始動マップと比べてより小さい値に設定されている。つまり、この「第2エンジン始動マップ」を用いてエンジン始動を行う場合、「第1エンジン始動マップ」を用いてエンジン始動を行う場合よりもエンジン始動条件が厳しくなる。
ここで、エンジン始動制御とは、第2クラッチCL2のトルク伝達容量がドライバーの要求駆動力となるようにコントロールしつつ、モータ/ジェネレータMGを回転数制御して第2クラッチCL2をスリップ締結させる。そして、第1クラッチCL1を締結し、モータ/ジェネレータMGのトルクをエンジンEngに伝達して、エンジンEngのクランキングを行うことである。
まず、「比較例のハイブリッド車両の制御装置でのエンジン始動作用」を説明し、続いて、実施例1のハイブリッド車両の制御装置における「エンジン始動制御作用」を説明する。
図8は、実施例1の制御装置において、エンジン始動時のアクセル開度・モータ回転数・エンジン回転数・エンジン始動判定フラグ・目標変速段・適用されるエンジン始動マップの各特性を示すタイムチャートである。なお、図8中、破線により比較例のハイブリッド制御装置の特性を示す。以下、図8に基づき、比較例のハイブリッド車両の制御装置でのエンジン始動作用を説明する。
これにより、モータ回転数は第2クラッチCL2をスリップ締結するために上昇する。また、第1クラッチCL1の締結が行われ、モータトルクがエンジンEngへと伝達されて、エンジンEngの出力回転数(以下、「エンジン回転数」という)が上昇し始める。
また、エンジン回転数が急上昇するため、エンジン回転数を表示するメータ(タコメータ)の指針が大きく振れてしまい、見かけ上のエンジン吹け上がり状態となってしまう。そのため、ドライバーが感じる走行感覚に大きな変化がないのに、指針が大きく振れることでドライバーに違和感を与えてしまうという問題も発生する。
次に、実施例1の制御装置が適用されたハイブリッド車両において、自動変速機ATを1速段(1st)とし、「EVモード」で走行中であるときを考える。以下、図8に基づき、実施例1のハイブリッド車両の制御装置におけるエンジン始動制御作用を説明する。
このとき、アクセル開度APOが低いため、バッテリSOCとアクセル開度APOにて決まる運転点(SOC,APO)は、図7に示すP1位置になりEV領域に留まる。すなわち、この運転点 (SOC,APO)が第1エンジン始動マップを横切ることはない。これにより、ステップS1へ戻り、エンジン始動要求が発生することはない。
このとき、アクセル開度APOが増大しているので、運転点 (SOC,APO)はP2位置へと移動し、時刻t1時点での運転点(SOC,APO)の位置(P1位置)よりも第2エンジン始動マップに近接している。しかしながら、この第2エンジン始動マップを横切ってはいないため、ステップS1へ戻り、エンジン始動要求が発生することはない。
その後、アクセル踏み込み操作が継続され、運転点(SOC,APO)は、P4位置へと移動する。ここでも、運転点(SOC,APO)が第2エンジン始動マップを横切らないため、ステップS6においてNOと判断され、エンジン始動要求は出力されない。
このとき、ステップS1を経過したことで、EV-HEV選択マップは第1エンジン始動マップに設定されている。そして、ステップS5に進んだことで、バッテリSOCとアクセル開度APOにて決まる運転点(SOC,APO)が第1エンジン始動マップを横切ったか否かを判断される。
すなわち、比較例の制御装置では、時刻t6においてエンジン回転数はピークになり、実施例1の制御装置では、エンジン回転数は時刻t11においてピークになる。このとき、実施例1の制御装置におけるエンジン回転数ピーク値の方が、比較例の制御装置におけるエンジン回転数ピーク値より、Δxだけ低い値となる。このように、エンジン回転数のピーク値を下げてエンジン始動を行うことができるので、燃料噴射量を低減でき、燃費向上を図ることができる。
また、実施例1の第1閾値のように、自動変速機ATの出力軸回転数と、自動変速機ATの目標変速段での変速比とを積算した値に設定することで、モータ回転数閾値を、エンジン始動時に上昇すると予測される回転数よりも高い値に設定することができる。これにより、変速中及びモータ回転数が高い領域において、本発明の機能を持たせることができる。
そして、モータ回転数が第1閾値及び第2閾値を下回る場合には、第1エンジン始動マップを用いてエンジンEngの始動判定を行い、モータ回転数が第1閾値又は第2閾値のいずれか一方を上回る場合には、第2エンジン始動マップを用いてエンジンEngの始動判定を行う。
そして、モータ回転数が第1閾値及び第2閾値を下回る場合には、アクセル開度APOが第1エンジン始動マップ上の第1エンジン始動閾値th1を超えたらエンジン始動を行う。また、モータ回転数が第1閾値又は第2閾値を上回る場合には、アクセル開度APOが第1エンジン始動閾値th1よりも大きい第2エンジン始動マップ上の第2エンジン始動閾値th2を超えたらエンジン始動を行う。
そして、モータ回転数が第1閾値及び第2閾値を下回る場合には、バッテリSOCが第1エンジン始動マップ上の第3エンジン始動閾値th3を下回ったらエンジン始動を行う。また、モータ回転数が第1閾値又は第2閾値を上回る場合には、バッテリSOCが第3エンジン始動閾値th3よりも小さい第2エンジン始動マップ上の第4エンジン始動閾値th4を下回ったらエンジン始動を行う。
特に、実施例1では、アクセル開度APOとバッテリSOCによって設定されたEV-HEV選択マップを、モータ回転数の大きさに応じて異ならせている。このため、ドライバー要求駆動力とバッテリ充電状態の双方の条件に基づいてエンジン始動判定を行うことができ、エンジン始動判定をより適切に行うことができる。
しかしながら、エンジン始動要求が出力されるシーンはこれに限らない。例えばモータ回転数が第2閾値を上回っており、EV-HEV選択マップが第2エンジン始動マップに設定されている場合であっても、アクセル踏み込み操作が行われてアクセル開度APOが上昇し、運転点(SOC,APO)が図7に示すP5位置に移動すれば、この運転点(SOC,APO)が第2エンジン始動マップを横切ってHEV領域に移動する。
この場合では、モータ回転数が比較的高いが、エンジン始動要求が出力されてエンジン始動制御が実行されるので、ドライバー要求駆動力に応えることができる。
実施例1のハイブリッド車両の制御装置にあっては、下記に挙げる効果を得ることができる。
前記エンジンEngから駆動輪(左右後輪)RL,RRへの駆動系に設けられ、前記エンジンEngの始動と前記駆動輪RL,RRの駆動を行うモータ(モータ/ジェネレータ)MGと、
前記エンジンEngと前記モータMGの連結部に設けられ、前記モータMGのみを駆動源とした走行中にエンジン始動要求があったとき、前記モータMGのトルクを前記エンジンEngに伝達させて前記エンジンEngを始動するモード切替機構(第1クラッチ)CL1と、を備えたハイブリッド車両に搭載され、
前記モータMGの回転数が予め設定したモータ回転数閾値(第1閾値,第2閾値)を上回る場合には、前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を下回る場合よりも、前記エンジンEngの始動を行いにくくするエンジン始動制御部10bを備える構成とした。
これにより、エンジン始動時のエンジン回転数上昇を抑制し、エンジン始動によって燃費が悪化することを防止できる。
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を下回る場合には、ドライバー要求駆動力相当値(アクセル開度APO)が第1エンジン始動閾値th1を超えたら前記エンジンEngの始動を行い、
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を上回る場合には、前記ドライバー要求駆動力相当値(アクセル開度APO)が前記第1エンジン始動閾値th1よりも大きい第2エンジン始動閾値th2を超えたら前記エンジンEngの始動を行う構成とした。
これにより、簡易な構成でモータ回転数が高いときにエンジン始動を行わせにくくすることができる。
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を下回る場合には、バッテリ充電状態相当値(バッテリSOC)が第3エンジン始動閾値th3を下回ったら前記エンジンEngの始動を行い、
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を上回る場合には、前記バッテリ充電相当値(バッテリSOC)が前記第3エンジン始動閾値th3よりも小さい第4エンジン始動閾値th4を下回ったら前記エンジンEngの始動を行う構成とした。
これにより、簡易な構成でモータ回転数が高いときにエンジン始動を行わせにくくすることができる。
ドライバー要求駆動力相当値(アクセル開度APO)とバッテリ充電状態相当値(バッテリSOC)によって設定される第1エンジン始動マップ(実線)と、前記第1エンジン始動マップ(実線)よりも少なくとも一部の前記ドライバー要求駆動力相当値(アクセル開度APO)が大きい値に設定されると共に、少なくとも一部の前記バッテリ充電相当値(バッテリSOC)が小さい値に設定される第2エンジン始動マップ(破線)と、を有し、
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を下回る場合には、前記第1エンジン始動マップ(実線)を用いて前記エンジンEngの始動判定を行い、
前記モータMGの回転数が前記モータ回転数閾値(第1閾値,第2閾値)を上回る場合には、前記第2エンジン始動マップ(破線)を用いて前記エンジンEngの始動判定を行う構成とした。
これにより、ドライバー要求駆動力とバッテリ充電状態の双方の条件に基づいてエンジン始動判定を行うことができ、エンジン始動判定をより適切に行うことができる。
前記エンジン始動制御部10bは、前記変速機ATの目標変速比に応じて前記モータ回転数閾値(第2閾値)を設定する構成とした。
これにより、任意の変速段(変速比)での走行中に限って、エンジン回転数が高いときにエンジン始動させにくくすることができ、燃費悪化を効率的に抑制することができる。
前記エンジン始動制御部10bは、前記モータ回転数閾値(第1閾値)を、前記有段自動変速機ATの出力軸回転数と、前記有段変速機ATの目標変速段での変速比とを積算した値に設定する構成とした。
これにより、変速中及びモータ回転数が高い領域において、エンジン回転数が高いときにエンジン始動させにくくすることができ、燃費悪化をさらに効率的に抑制すると共に、エンジン始動音の増大を防止することができる。
これにより、モータ回転数が高いときには、エンジン始動が行われにくくなり、エンジン回転数の上昇を抑えて、燃費悪化を防止することができる。
すなわち、ドライバー要求駆動力相当値の大きさに応じてモータ回転数閾値を設定することで、ドライバー要求駆動力に速やかに応えつつ、燃費悪化を防止することができる。
また、自動変速機ATとしても、有段自動変速機に限らず、無段変速機や有段のマニュアル(手動)変速機、減速機であってもよい。
Claims (6)
- エンジンと、
前記エンジンから駆動輪への駆動系に設けられ、前記エンジンの始動と前記駆動輪の駆動を行うモータと、
前記エンジンと前記モータの連結部に設けられ、前記モータのみを駆動源とした走行中にエンジン始動要求があったとき、前記モータのトルクを前記エンジンに伝達させて前記エンジンを始動するモード切替機構と、を備えたハイブリッド車両に搭載され、
前記モータの回転数が予め設定したモータ回転数閾値を上回る場合には、前記モータの回転数が前記モータ回転数閾値を下回る場合よりも、前記エンジンの始動を行いにくくするエンジン始動制御部を備える
ことを特徴とするハイブリッド車両の制御装置。 - 請求項1に記載されたハイブリッド車両の制御装置において、
前記エンジン始動制御部は、
前記モータの回転数が前記モータ回転数閾値を下回る場合には、ドライバー要求駆動力相当値が第1エンジン始動閾値を超えたら前記エンジンの始動を行い、
前記モータの回転数が前記モータ回転数閾値を上回る場合には、前記ドライバー要求駆動力相当値が前記第1エンジン始動閾値よりも大きい第2エンジン始動閾値を超えたら前記エンジンの始動を行う
ことを特徴とするハイブリッド車両の制御装置。 - 請求項1又は請求項2に記載されたハイブリッド車両の制御装置において、
前記エンジン始動制御部は、
前記モータの回転数が前記モータ回転数閾値を下回る場合には、バッテリ充電状態相当値が第3エンジン始動閾値を下回ったら前記エンジンの始動を行い、
前記モータの回転数が前記モータ回転数閾値を上回る場合には、前記バッテリ充電相当値が前記第3エンジン始動閾値よりも小さい第4エンジン始動閾値を下回ったら前記エンジンの始動を行う
ことを特徴とするハイブリッド車両の制御装置。 - 請求項1から請求項3のいずれか一項に記載されたハイブリッド車両の制御装置において、
前記エンジン始動制御部は、ドライバー要求駆動力相当値とバッテリ充電状態相当値によって設定される第1エンジン始動マップと、前記第1エンジン始動マップよりも少なくとも一部の前記ドライバー要求駆動力相当値が大きい値に設定されると共に、少なくとも一部の前記バッテリ充電相当値が小さい値に設定される第2エンジン始動マップと、を有し、
前記モータの回転数が前記モータ回転数閾値を下回る場合には、前記第1エンジン始動マップを用いて前記エンジンの始動判定を行い、
前記モータの回転数が前記モータ回転数閾値を上回る場合には、前記第2エンジン始動マップを用いて前記エンジンの始動判定を行う
ことを特徴とするハイブリッド車両の制御装置。 - 請求項1から請求項4のいずれか一項に記載されたハイブリッド車両の制御装置において、
前記ハイブリッド車両は、前記モータから前記駆動輪への駆動系に設けられた変速機を備え、
前記エンジン始動制御部は、前記変速機の目標変速比に応じて前記モータ回転数閾値を設定する
ことを特徴とするハイブリッド車両の制御装置。 - 請求項5に記載されたハイブリッド車両の制御装置において、
前記変速機を、複数の変速段を有する有段自動変速機とし、
前記エンジン始動制御部は、前記モータ回転数閾値を、前記有段自動変速機の出力軸回転数と、前記有段変速機の目標変速段での変速比とを積算した値に設定する
ことを特徴とするハイブリッド車両の制御装置。
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- 2014-03-13 JP JP2015509975A patent/JP6032351B2/ja active Active
- 2014-03-13 US US14/781,420 patent/US9573586B2/en active Active
- 2014-03-13 CN CN201480019779.XA patent/CN105102285B/zh active Active
- 2014-03-13 MX MX2015013960A patent/MX347640B/es active IP Right Grant
- 2014-03-13 RU RU2015146987A patent/RU2668448C2/ru active
- 2014-03-13 EP EP20169615.0A patent/EP3705366A1/en not_active Withdrawn
- 2014-03-13 WO PCT/JP2014/056755 patent/WO2014162839A1/ja active Application Filing
- 2014-03-13 EP EP14779917.5A patent/EP2982558A4/en not_active Ceased
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6032351B2 (ja) * | 2013-04-04 | 2016-11-24 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
EP3274227A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
EP3274230A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
EP3274231A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
EP3274228A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
EP3274226A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
EP3274229A4 (en) * | 2015-03-25 | 2018-04-11 | BYD Company Limited | Hybrid electric vehicle, drive control method and device of the same |
JP7484948B2 (ja) | 2022-01-28 | 2024-05-16 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2982558A1 (en) | 2016-02-10 |
MX347640B (es) | 2017-05-05 |
JPWO2014162839A1 (ja) | 2017-02-16 |
CN105102285B (zh) | 2017-10-24 |
MX2015013960A (es) | 2015-12-08 |
EP3705366A1 (en) | 2020-09-09 |
CN105102285A (zh) | 2015-11-25 |
EP2982558A4 (en) | 2016-07-20 |
RU2668448C2 (ru) | 2018-10-01 |
US20160031438A1 (en) | 2016-02-04 |
RU2015146987A (ru) | 2017-05-16 |
JP6032351B2 (ja) | 2016-11-24 |
US9573586B2 (en) | 2017-02-21 |
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