WO2014171273A1 - Dispositif de commande d'embrayage pour véhicule hybride - Google Patents

Dispositif de commande d'embrayage pour véhicule hybride Download PDF

Info

Publication number
WO2014171273A1
WO2014171273A1 PCT/JP2014/058314 JP2014058314W WO2014171273A1 WO 2014171273 A1 WO2014171273 A1 WO 2014171273A1 JP 2014058314 W JP2014058314 W JP 2014058314W WO 2014171273 A1 WO2014171273 A1 WO 2014171273A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
torque
engine
torque capacity
motor
Prior art date
Application number
PCT/JP2014/058314
Other languages
English (en)
Japanese (ja)
Inventor
芦沢　裕之
裕 ▲高▼村
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2014171273A1 publication Critical patent/WO2014171273A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/42—Control of clutches
    • B60Y2300/429—Control of secondary clutches in drivelines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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

Definitions

  • the present invention relates to a clutch control device for a hybrid vehicle.
  • Patent Document 1 discloses a first clutch torque capacity that is a cranking torque and a second clutch torque capacity that is a driving torque of a vehicle when the engine is started by connecting the first clutch as the driver depresses the accelerator.
  • a technique for preventing the motor torque from exceeding the upper limit torque by distributing within the motor upper limit torque range is disclosed. At this time, the acceleration of the vehicle by the early engine start is achieved by increasing the distribution of the first clutch torque capacity as the driver's accelerator depression speed increases.
  • An object of the present invention is to provide a clutch control device for a hybrid vehicle that can realize acceleration performance desired by a driver.
  • the transmission torque capacity of the first clutch when starting the engine as the accelerator is depressed, the transmission torque capacity of the first clutch is decreased and the transmission torque capacity of the second clutch is increased in accordance with the increase in the engine speed.
  • the driving torque of the vehicle increases with the increase of the engine speed, so that the stagnation of acceleration can be suppressed and the acceleration performance desired by the driver can be realized.
  • FIG. 1 is a system diagram of a hybrid vehicle to which a clutch control device of Embodiment 1 is applied.
  • 4 is a flowchart showing processing contents of an integrated controller 13. It is a drive torque command value calculation map according to a vehicle speed and an accelerator opening.
  • It is a flowchart which shows the 2nd clutch control mode setting method.
  • FIG. 1 is a system diagram of a hybrid vehicle to which the clutch control device of the first embodiment is applied.
  • a motor generator (hereinafter referred to as a motor) 1 is an AC synchronous motor that drives left and right drive wheels 21a and 21b by drive torque control and recovers vehicle kinetic energy to the high-voltage battery 9 by engine start and regenerative brake control.
  • the engine 2 is capable of lean combustion, and the engine torque is controlled to coincide with the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.
  • the first clutch 3 is a dry clutch, and engages / releases between the engine 2 and the motor 1.
  • the second clutch 4 is a wet clutch, and generates transmission torque (clutch torque capacity) according to clutch hydraulic pressure (pressing force).
  • the transmission torque of the second clutch 4 is transmitted to the left and right drive shafts 20a and 20b via the transmission 5 and the final gear 19 from the motor 1 and the engine 2 (when the first clutch is engaged).
  • the transmission 5 is a stepped transmission and includes a plurality of planetary gears. Shifting is performed by changing the force transmission path by engaging / disengaging the clutch and brake inside the transmission.
  • the second clutch input shaft (motor) speed sensor 6 detects the current input speed of the second clutch 4.
  • the second clutch output shaft rotational speed sensor 7 detects the current output shaft rotational speed of the second clutch 4.
  • a high voltage inverter (hereinafter referred to as an inverter) 8 generates a drive current for the motor 1 by performing DC-AC conversion.
  • a high voltage battery (hereinafter referred to as a battery) 9 stores regenerative energy from the motor 1.
  • the accelerator position sensor 10 detects the accelerator opening.
  • the engine speed sensor (engine speed detection means) 11 detects the current engine speed.
  • the clutch oil temperature sensor 12 detects the oil temperature of the second clutch 4.
  • the integrated controller 13 calculates a drive torque command value from the battery state, the accelerator opening, and the vehicle speed (a value synchronized with the transmission output shaft speed). Based on the result, command values for the actuators (motor 1, engine 2, first clutch 3, second clutch 4 and transmission 5) are calculated and transmitted to the controllers 14-17.
  • the integrated controller 13 disconnects the first clutch 3 and travels by the torque of the motor generator 1. From the EV (electric vehicle) mode, the integrated controller 13 connects the first clutch 3 and travels by the torque of the engine 2 and the motor generator 1 (hybrid). When switching to (mode), the engine 2 is started using the torque of the motor generator 1 (engine starting means).
  • the transmission controller 14 performs shift control so as to achieve the shift command from the integrated controller 13.
  • the clutch controller 15 controls the current of the solenoid valve so as to realize a clutch hydraulic pressure (current) command value for each clutch hydraulic pressure command value from the integrated controller 13.
  • the engine controller 16 performs engine torque control so as to achieve the engine torque command value from the integrated controller 13.
  • the motor controller 17 performs motor torque control so that the motor torque command value from the integrated controller 13 is achieved.
  • the battery controller 18 manages the state of charge of the battery 9 and transmits the information to the integrated controller 13. Communication between the controllers 13 to 18 is performed via the communication line 22.
  • FIG. 2 is a flowchart showing the processing contents of the integrated controller 13. This processing content is executed at a constant sampling cycle.
  • step S1 the battery charge SOC, the shift position of the transmission 5, the input / output shaft rotational speed ⁇ cl2i , ⁇ o engine rotational speed ⁇ e of the second clutch 4, the engine operating state E sts , the vehicle speed Vsp, etc.
  • step S2 the accelerator opening Apo is measured from the accelerator position sensor 10.
  • step S3 drive torque command value calculating means
  • a drive torque command value T d * is calculated from the accelerator opening Apo and the vehicle speed Vsp.
  • the drive torque command value T d * is set so as to increase as the accelerator opening Apo increases, and to decrease as the vehicle speed Vsp increases.
  • step S4 the first clutch control mode is set (setting of the first clutch mode flag fCL1) from the vehicle state such as the battery charge amount SOC, the drive torque command value T d *, and the vehicle speed Vsp.
  • the vehicle state such as the battery charge amount SOC, the drive torque command value T d *, and the vehicle speed Vsp.
  • the second clutch control mode CL2MODE (engaged, released, slip) is set from the vehicle state such as the battery charge amount SOC, the drive torque command value Td * , the first clutch control mode flag fCL1, and the vehicle speed Vsp. The method for setting the second clutch control mode will be described later.
  • step S6 the driving torque command value T d * the basic engine torque command value T E_base on the basis of the control mode and the vehicle states of the clutches *, allocated to the basic motor torque command value T m_base *.
  • step S7 transmission torque capacity distribution means
  • the torque capacity command value T cl1_ENG_START of each clutch during engine start is determined from the control mode of each clutch, the engine speed ⁇ e , the drive torque command value T d *, and various vehicle states.
  • T cl2_ENG_START is calculated. A detailed calculation method will be described later.
  • step S8 determining a first clutch control mode flag fCL1, the second clutch input rotational speed .omega.c L2I, and whether or not the engine starting from the engine rotational speed omega e.
  • the first clutch control mode is the engagement mode and the engine speed is lower than the second clutch input speed, it is determined that the engine is starting and the start flag fENG_ST is set. It is judged that there is no and the flag is cleared.
  • step S9 it is determined whether or not the slip rotation speed control of the second clutch 4 is to be executed.
  • step S10 When the second clutch 4 is set in the slip state in S5 and the absolute value of the actual slip rotation speed (input shaft-output shaft) exceeds a predetermined value, the slip rotation speed control is turned ON and the process proceeds to step S10. If it is set to open or engaged, the rotational speed control is turned OFF and the process proceeds to step S14.
  • a basic second clutch torque capacity command value Tcl2_base * is calculated.
  • the input shaft rotation is determined from the first clutch control mode flag fCL1, the basic second clutch torque capacity command value T cl2_base * , the second clutch oil temperature Temp cl2 , the battery charge SOC, and the output shaft rotational speed measurement value ⁇ o.
  • the numerical target value ⁇ cl2i * is calculated. A detailed calculation method will be described later.
  • step S12 the rotational speed control motor torque command value Tm_FB_ON is calculated so that the input rotational speed target value ⁇ cl2i * and the input rotational speed measured value ⁇ cl2i coincide.
  • control control
  • K Pm Motor control proportional gain
  • K Im Motor control integral gain s: Differential operator
  • step S13 the basic second clutch torque capacity command value T cl2_base * a second clutch torque capacity command value T Cl_FB_ON rotation speed control from the rotational speed control motor torque command value T M_FB_ON and the engine torque command value T e_base * calculation To do. A detailed calculation method will be described later.
  • step S14 an internal state variable for calculating the above-described rotational speed control motor torque command value Tm_FB_ON and the rotational speed control second clutch torque capacity command value Tcl_FB_ON is initialized.
  • a clutch torque capacity command value Tcl2_FB_OFF is calculated when the rotational speed control is not performed, that is, until the second clutch 4 is engaged / disengaged or engaged from the engaged state to the rotational speed control (slip state).
  • T cl2_FB_OFF T cl2_zl * - ⁇ T cl2slp ...
  • K safe Second clutch safety factor (> 1)
  • ⁇ T cl2LU Slip (or release) ⁇ Torque capacity change rate at the time of fastening transition
  • T cl2slp Torque capacity change rate at the time of fastening ⁇ slip transition
  • T cl2_zl * Last value of the last second torque command value
  • step S17 it determines a first clutch torque capacity command value T CL1 * on the basis of the first clutch control mode flag fCL1. 1.
  • T CL1 * T cl1_ENG_START ... (9)
  • T CL1 * 0 (11)
  • step S18 current command values I CL1 * and I CL2 * are calculated from the clutch torque capacity command values T CL1 * and T CL2 * .
  • it is calculated with reference to the clutch torque capacity-clutch oil pressure conversion map shown in FIG. 4A and the clutch oil pressure-current conversion map shown in FIG.
  • step S20 the calculated command value is transmitted to each control controller.
  • FIG. 5 is a flowchart showing a second clutch control mode setting method.
  • the control mode CL2MODE of the second clutch 4 is set from the vehicle state such as the battery charge amount SOC, the drive torque command value T d * , the first clutch control mode flag fCL1 and the vehicle speed Vsp.
  • step S51 the first clutch control mode is determined.
  • the process proceeds to step S55.
  • the process proceeds to step S52.
  • step S52 it is determined whether or not the vehicle speed Vsp is zero (stop).
  • step S55 it is determined whether or not the vehicle speed Vsp is higher than a predetermined value Vth1 (for example, the lowest vehicle speed at which the engine can be started). When it is low, the process proceeds to step S56, and when it is high, the process proceeds to step S58.
  • Vth1 for example, the lowest vehicle speed at which the engine can be started
  • step S54 When the slip continuation condition is satisfied, the process proceeds to step S54 to start or continue the slip, and when not satisfied, the process proceeds to step S53 to end the slip and shift to the fastening mode.
  • the slip continuation conditions are as follows. ⁇ e ⁇ ⁇ cl2i (1st clutch disengagement or slip), or ⁇ cl2slp > ⁇ cl2slpth
  • f cl2_slp_cl1OP () is a function having the basic second clutch torque capacity command value T cl2_base * and the second clutch oil temperature Temp cl2 as inputs.
  • the second clutch slip rotational speed target value calculation map based on the basic second clutch torque capacity command value T cl2_base * and the second clutch oil temperature Temp cl2 as shown in FIG. .
  • the second clutch slip rotational speed target value ⁇ cl2_slp * in the EV mode is set so as to decrease as the second clutch oil temperature Temp cl2 increases, and the basic second clutch torque capacity command is set.
  • Set the value T cl2_base * to be smaller as it is larger.
  • the second clutch slip rotation speed target value ⁇ cl2_slp * is reduced to prevent the clutch oil temperature from rising. it can.
  • f cl2_slp_cl1OP (T cl2_base * , Temp cl2 ) + f cl2_ ⁇ slp (T eng_start )... (15)
  • f cl2_slp_cl1OP () is a function for calculating the amount of increase in slip rotation speed at the time of engine start, and the engine start distribution motor torque T eng_start is input.
  • a second clutch slip rotation speed target value calculation map based on the engine start distribution motor torque Teng_start as shown in FIG. 6B is used. As shown in FIG.
  • the second clutch slip rotational speed target value ⁇ cl2_slp * during engine torque start is set to increase as the engine start distribution motor torque Teng_start decreases.
  • the disturbance from the first clutch 3 cannot be completely cancelled, and even if the rotational speed decreases, sudden engagement can be prevented, and as a result, the engine 2 can be operated without any acceleration fluctuation. Can start. If slip control is to be continued even after the engine is started, the slip rotation speed is the same as during EV travel (the increment is not added).
  • the input rotational speed target value ⁇ cl2i * is calculated from the slip rotational speed target value ⁇ cl2_slp * and the output shaft rotational speed measured value ⁇ o based on the following equation.
  • ⁇ cl2i * ⁇ cl2_slp * + ⁇ o ... (16)
  • the upper and lower limits are applied to the input rotational speed target value ⁇ cl2i * calculated from the above equation to obtain the final input shaft rotational speed target value.
  • the upper and lower limit values are the upper and lower limit values of the engine speed.
  • FIG. 7 is a block diagram of feedback control for the second clutch.
  • This control system is designed with a two-degree-of-freedom control method consisting of feedforward (F / F) compensation and feedback (F / B) compensation.
  • F / F feedforward
  • F / B feedback
  • Various design methods can be considered for the F / B compensator, but this time PI control is an example.
  • the calculation method will be described.
  • phase compensation is applied to the basic second clutch torque capacity command value T cl2_base * based on the phase compensation filter G FF (s) shown in the following formula, and the F / F second clutch torque capacity command value T cl2_base * is obtained.
  • the actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like.
  • ⁇ cl2 Clutch model time constant
  • ⁇ cl2_ref Reference response time constant for clutch control
  • the second clutch torque capacity reference value Tcl2_ref is calculated based on the following equation.
  • the F / B second clutch capacity command value Tcl2_FB is calculated from the second clutch torque capacity reference value Tcl2_ref and the above-described rotation speed control motor torque command value Tm_FB_ON based on the following equation.
  • K Pcl2 Proportional gain for second clutch control
  • K Icl2 2nd clutch control integral gain
  • T Icl2_eST is an inertia torque estimated value, and is obtained, for example, by multiplying the input rotation speed change amount (differential value) by the moment of inertia around the input shaft. Then, the F / F second clutch torque capacity command value T cl2_FF and the F / B second clutch capacity command value T cl2_FB are added to calculate the final second clutch capacity command value T cl2_FB_ON for rotational speed control.
  • FIG. 8 is a flowchart showing a torque capacity command value calculation method for each clutch during engine start.
  • step S71 it is determined whether or not the first clutch control mode is the disengagement mode. If it is not the release mode (if it is the fastening mode), the process proceeds to step S72, and if it is the release mode, the process is terminated.
  • step S72 engine start lower limit torque calculating means
  • the engine start lower limit torque T required for cranking at the current engine speed from the engine speed ⁇ e and the engine operating state E sts (whether or not after the first explosion) is determined.
  • ENG_START the engine start lower limit torque calculation map (see FIG. 9) created with a value obtained by adding an amount necessary for increasing the engine rotation to the engine friction torque for each rotation speed obtained in advance through experiments or the like. Use to calculate.
  • the value is obtained by subtracting the torque output by the engine itself from the torque required for the engine start to be completed within a predetermined time (up to the second clutch input rotational speed).
  • step S73 the motor upper limit torque T m_HLMT is calculated from the battery charge SOC (or terminal voltage V B ) and the input shaft speed ⁇ cl2i .
  • step S74 second clutch torque capacity upper limit calculating means
  • the second clutch torque capacity upper limit T cl2_ENG_START_HLMT is calculated from the engine start lower limit torque T ENG_START and the motor upper limit torque T m_HLMT using the following equation.
  • T cl2_ENG_START_HLMT T m_HLMT -T ENG_START ... (24)
  • the second clutch torque capacity command value for engine starting T cl2_ENG_START is determined based on the following from the second clutch torque capacity upper limit value T cl2_ENG_START_HLMT and the drive torque command value T d * . 1.
  • T cl2_ENG_START T cl2_ENG_START_HLMT 2.
  • T cl2_ENG_START T d *
  • the engine starting first clutch torque capacity command value Tcl1_ENG_START is calculated from the motor upper limit torque Tm_HLMT and the engine starting second clutch torque capacity command value Tcl2_ENG_START based on the following equation.
  • T cl1_ENG_START T m_HLMT -T cl2_ENG_START ... (25)
  • FIG. 11 is a time chart when the conventional clutch control device shifts from EV traveling to HEV traveling as the driver depresses the accelerator.
  • the second clutch torque capacity which is the vehicle drive torque
  • the acceleration is stagnated and the acceleration performance desired by the driver cannot be obtained.
  • the second clutch torque capacity upper limit value T obtained by removing the engine start lower limit torque T ENG_START required for engine start from the motor upper limit torque T m_HLMT that is the torque that can be output by the motor 1.
  • the Cl2_ENG_START_HLMT a second clutch torque capacity command value T Cl2_ENG_START for starting the engine, the first clutch torque capacity command value for a value obtained by subtracting the second clutch torque capacity command value T Cl2_ENG_START for starting the engine from the motor upper limit torque T M_HLMT engine start T cl1_ENG_START .
  • the engine start lower limit torque T ENG_START decreases as the engine speed ⁇ e increases.
  • the cranking torque required for starting the engine is smaller than that before the first explosion.
  • the motor upper limit torque T M_HLMT as shown in FIG. 10, the engine speed omega e regions of high, although the smaller the engine rotational speed omega e becomes higher, the engine rotational speed such as during engine start omega e It is constant in the low region. That is, the second clutch torque capacity upper limit value Tcl2_ENG_START_HLMT increases as the engine speed ⁇ e increases.
  • Example 1 when starting the engine 2 with the accelerator pedal depression, depending on the increase in the engine rotational speed omega e while decreasing the first clutch torque capacity command value T Cl1_ENG_START for starting the engine, the second engine starting The clutch torque capacity command value Tcl2_ENG_START is increased.
  • FIG. 12 is a time chart when the vehicle travels from EV traveling to HEV traveling as the driver depresses the accelerator in the first embodiment.
  • the driving torque coincide with the driving torque command value T d * before the completion of engine start. Therefore, the acceleration stagnation can be significantly improved with respect to the above-described conventional technology, and the acceleration performance desired by the driver can be realized.
  • Example 1 since the lower limit of the first clutch torque capacity is limited by the engine start lower limit torque T ENG_START , the first clutch torque capacity decreases as the engine speed ⁇ e increases. Since the minimum cranking torque necessary for starting can be ensured, the engine 2 can be reliably started within a predetermined time.
  • Example 1 has the following effects. (1) Engine 2, motor generator 1, first clutch 3 for intermittent torque transmission between engine 2 and motor generator 1, and second clutch for intermittent torque transmission between motor generator 1 and drive wheels 21a, 21b 4 and the electric vehicle mode in which the first clutch 3 is disconnected and travels with the torque of the motor generator 1 to the hybrid mode in which the first clutch 3 is connected and the engine 2 and the motor generator 1 travel with the torque.
  • An integrated controller 13 for starting the engine 2 using the torque of the generator 1, an engine speed sensor 11 for detecting the engine speed ⁇ e , and a motor upper limit torque calculating means for calculating the motor upper limit torque T m_HLMT (step S73) If, when starting the engine 2 with the accelerator depression, the within the motor upper limit torque T m_HLMT 1 It includes a transmission torque capacity allocation means for allocating a latch torque capacity and the second clutch torque capacity (step S7), and the transmission torque capacity allocation means, when starting the engine 2 with the accelerator depression, engine speed omega e As the engine speed increases, the first clutch torque capacity is decreased and the second clutch torque capacity is increased. Therefore, since the driving torque of the vehicle increases as the engine speed ⁇ e increases, acceleration stagnation can be suppressed and the acceleration performance desired by the driver can be realized.
  • step S72 Engine start lower limit torque calculation means (step S72) that calculates the engine start lower limit torque T ENG_START required for engine start based on the engine speed ⁇ e and whether or not the engine is after the first explosion.
  • the distribution means limits the lower limit of the first clutch torque capacity with the engine start lower limit torque T ENG_START . Therefore, the engine 2 can be reliably started while suppressing the stagnation of acceleration.
  • step S3 (3) and the drive torque command value calculating means for calculating a driving torque command value T d * based on the accelerator opening degree (step S3), and the motor upper limit torque T M_HLMT by subtracting the engine starting limit torque T ENG_START, during engine start 2nd clutch torque capacity upper limit value calculating means (step S74) for calculating a second clutch torque capacity upper limit value Tcl2_ENG_START_HLMT that can be distributed to the second clutch 4, and the transmission torque capacity distributing means is a drive torque command value.
  • the value obtained by limiting the upper limit of T d * with the second clutch torque capacity upper limit value T cl2_ENG_START_HLMT is defined as the second clutch torque capacity
  • the value obtained by subtracting the second clutch torque capacity from the motor upper limit torque T m_HLMT is defined as the first clutch torque capacity.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne le démarrage d'un moteur (2) suite à une pression sur la pédale d'accélérateur, ce qui occasionne la réduction de la capacité de couple d'un premier embrayage (3), et la capacité de couple de transmission d'un second embrayage (4) est augmentée, conformément à une augmentation de la fréquence de rotation d'un moteur.
PCT/JP2014/058314 2013-04-18 2014-03-25 Dispositif de commande d'embrayage pour véhicule hybride WO2014171273A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013087252A JP2016112900A (ja) 2013-04-18 2013-04-18 ハイブリッド車両のクラッチ制御装置
JP2013-087252 2013-04-18

Publications (1)

Publication Number Publication Date
WO2014171273A1 true WO2014171273A1 (fr) 2014-10-23

Family

ID=51731226

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/058314 WO2014171273A1 (fr) 2013-04-18 2014-03-25 Dispositif de commande d'embrayage pour véhicule hybride

Country Status (2)

Country Link
JP (1) JP2016112900A (fr)
WO (1) WO2014171273A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114526372A (zh) * 2022-03-10 2022-05-24 雷沃工程机械集团有限公司 一种传动控制系统电磁阀标定方法及装载机

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7110718B2 (ja) * 2018-05-17 2022-08-02 スズキ株式会社 内燃機関の始動制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006306207A (ja) * 2005-04-27 2006-11-09 Nissan Motor Co Ltd ハイブリッド駆動装置のエンジン始動方法
JP2011031659A (ja) * 2009-07-30 2011-02-17 Nissan Motor Co Ltd ハイブリッド車両
WO2012053340A1 (fr) * 2010-10-21 2012-04-26 日産自動車株式会社 Dispositif de commande de démarrage de moteur de véhicule hybride
JP2012086701A (ja) * 2010-10-20 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006306207A (ja) * 2005-04-27 2006-11-09 Nissan Motor Co Ltd ハイブリッド駆動装置のエンジン始動方法
JP2011031659A (ja) * 2009-07-30 2011-02-17 Nissan Motor Co Ltd ハイブリッド車両
JP2012086701A (ja) * 2010-10-20 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
WO2012053340A1 (fr) * 2010-10-21 2012-04-26 日産自動車株式会社 Dispositif de commande de démarrage de moteur de véhicule hybride

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114526372A (zh) * 2022-03-10 2022-05-24 雷沃工程机械集团有限公司 一种传动控制系统电磁阀标定方法及装载机

Also Published As

Publication number Publication date
JP2016112900A (ja) 2016-06-23

Similar Documents

Publication Publication Date Title
JP6070831B2 (ja) ハイブリッド車両のクラッチ制御装置
JP5391654B2 (ja) ハイブリッド車両の制御装置
JP5223603B2 (ja) ハイブリッド車両の制御装置
JP5168600B2 (ja) 制御装置
JP6019732B2 (ja) ハイブリッド自動車の制御装置
JP5195218B2 (ja) ハイブリッド車両の制御装置
JP5402060B2 (ja) 電動車両の制御装置
JP2012086701A (ja) ハイブリッド車両の制御装置
JP5228810B2 (ja) ハイブリッド車両の制御装置
US9592823B2 (en) Control device for hybrid electric vehicle clutch engagement
JP5387060B2 (ja) 電動車両の制御装置
JP2017047733A (ja) ハイブリッド車両の発進制御方法および発進制御装置
JP5029561B2 (ja) 車両の制御装置
JP5293268B2 (ja) ハイブリッド車両のクラッチ制御装置
JP2014061750A (ja) ハイブリッド車両の制御装置、およびハイブリッド車両の制御方法
JP5407328B2 (ja) ハイブリッド車両の制御装置
JP5257120B2 (ja) クラッチ制御装置
JP2018039317A (ja) ハイブリッド車両の制御方法と制御装置
JP5104775B2 (ja) クラッチ制御装置
JP6044257B2 (ja) クラッチ制御装置
WO2014171273A1 (fr) Dispositif de commande d'embrayage pour véhicule hybride
JP6070388B2 (ja) ハイブリッド車両のクラッチ制御装置
JP2010188806A (ja) ハイブリッド車両の制御装置
JP6702085B2 (ja) 電動車両の制御方法および電動車両の制御装置
JP2010202115A (ja) ハイブリッド車両の制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14784818

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

NENP Non-entry into the national phase

Ref country code: JP

122 Ep: pct application non-entry in european phase

Ref document number: 14784818

Country of ref document: EP

Kind code of ref document: A1