WO2015037436A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- WO2015037436A1 WO2015037436A1 PCT/JP2014/072366 JP2014072366W WO2015037436A1 WO 2015037436 A1 WO2015037436 A1 WO 2015037436A1 JP 2014072366 W JP2014072366 W JP 2014072366W WO 2015037436 A1 WO2015037436 A1 WO 2015037436A1
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- clutch
- learning
- control
- hydraulic pressure
- vehicle
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a control device of a vehicle in which a clutch is interposed as a friction engagement element together with a variator between a rotational drive source as a power source and a drive wheel, and the clutch is slip-controlled.
- Patent Document 1 describes a technology that Further, Patent Document 2 describes a control device for a vehicle in which a clutch is interposed as a friction engagement element between a rotational drive source as a power source and a drive wheel, and the clutch is slip-controlled.
- the gear ratio which has been on the relatively high speed side until the start of deceleration is changed to a large gear ratio on the low speed side.
- the shift control is performed so that the belt is at the lowest speed ratio position in preparation for the subsequent start before the stop.
- the above-described shift control can not follow and sometimes the vehicle does not return to the lowest gear ratio position even when the vehicle is stopped.
- an engine use slip mode (hereinafter, referred to as a WSC travel mode) in which a clutch between a motor and a drive wheel is slipped using a driving force of both the engine and the motor.
- a WSC travel mode in which a clutch between a motor and a drive wheel is slipped using a driving force of both the engine and the motor.
- the present invention has been made focusing on such problems, and prevents the longitudinal slip transmission control from being executed when the input torque is equal to or more than a predetermined value, thereby making the belt and the pulley durable. It is an object of the present invention to provide a control device of a vehicle in which the responsiveness of the accelerator operation after the execution of the longitudinal slip transmission control is improved as well as the improvement.
- a control device of a vehicle includes: a rotational drive source generating a drive force of the vehicle; a clutch interposed between the rotational drive source and the drive wheel and generating a transfer torque capacity based on a hydraulic pressure command value
- a variator comprising a primary pulley on the input side and a secondary pulley on the output side interposed between the drive source and the clutch; and a slipper for controlling the clutch.
- And rotational speed control means for controlling the rotational speed of the rotational drive source so that the rotational speed on the rotational drive source side of the clutch is a predetermined speed higher than the rotational speed on the drive wheel side of the clutch
- a vehicle stop condition determination unit that determines the stop condition of the vehicle, a torque detection unit that detects the actual torque of the rotational drive source, and a lowest value that determines the lowest condition of the transmission ratio of the variator
- the hydraulic pressure command value of the clutch is learned while controlling the hydraulic pressure command value of the clutch, and the hydraulic pressure command value of the clutch is as close to zero as possible.
- a vehicle stop transmission torque capacity correction means for performing learning control and setting the hydraulic pressure command value, and a shift control means for controlling the transmission gear ratio of the variator in accordance with the driving state of the vehicle.
- the shift control means is in the vehicle stop state and the variator's gear ratio is the lowest, on condition that the learning of the hydraulic pressure command value of the clutch by the vehicle stop transmission torque capacity correction means has converged.
- vertical slip transmission control is performed to shift the gear ratio of the variator to the low side.
- the longitudinal slip shift control is executed under a state in which the learning of the hydraulic pressure command value of the clutch has converged, so that the longitudinal slip shift is performed in a state where an input torque larger than expected is applied. Control can be prevented from being performed. Therefore, it is possible to suppress the slip of the belt in the circumferential direction with respect to the pulley at the time of shifting to the low side in the longitudinal slip control, prevent premature wear of the belt and pulley, etc., and improve the durability. Since it is not released too much, it is possible to prevent a decrease in the responsiveness of the accelerator operation after the execution of the longitudinal slip control.
- FIG. 1 is an entire system diagram showing a rear wheel drive hybrid vehicle to which the present invention is applied. It is a control block diagram which shows the arithmetic processing program in the integrated controller of FIG. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure showing the relationship of a mode map and presumed gradient in the mode selection part of FIG. It is a figure which shows the normal mode map used for selection of a target mode in the mode selection part of FIG. It is a figure which shows the MWSC corresponding
- FIG. 1 It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is the schematic showing the engine operating point setting process in WSC driving modes. It is a map showing engine target number of rotations in WSC driving mode. It is a time chart showing change of engine number of rotations at the time of making a vehicle speed rise in a predetermined state. It is structure explanatory drawing which shows the detail of the 2nd clutch hydraulic unit in FIG. It is a flowchart which shows the procedure of transmission torque capacity correction
- FIG. 1 is an overall system diagram of a rear-wheel drive hybrid vehicle to which the control device for a vehicle of the present invention is applied. Is shown.
- the hybrid vehicle of FIG. 1 includes an engine E, a first clutch CL1, a motor generator MG, an automatic transmission AT, a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, and a left It has a rear wheel RL (drive wheel) and a right rear wheel RR (drive wheel).
- the automatic transmission AT also includes an oil pump OP, a second clutch CL2, and a variator V.
- FL is a left front wheel
- FR is a right front wheel.
- the engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve is controlled based on a control command from an engine controller 1 described later.
- Engine E together with motor generator MG functions as a rotational drive source for generating a traveling drive force of the vehicle. Further, a flywheel FW is provided on the output shaft of the engine E.
- the first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control generated by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later.
- the hydraulic pressure controls each operation of engagement and disengagement including slip engagement.
- Motor generator MG is a synchronous motor generator in which permanent magnets are embedded in a rotor and a stator coil is wound around a stator, and three-phase AC generated by inverter 3 is generated based on a control command from motor controller 2 described later. It is controlled and driven by applying voltage.
- the motor generator MG can also operate as a motor driven to rotate by receiving supply of power from the battery 4 (hereinafter, this state is referred to as “powering”), or when the rotor is rotated by an external force. Can also function as a generator that generates an electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”).
- the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).
- the second clutch CL2 is a clutch interposed between the oil pump OP and the variator V in the automatic transmission AT, and based on a control command from the AT controller 7 described later, the second clutch hydraulic unit 8
- the control hydraulic pressure generated by the controller controls each operation of engagement and disengagement including slip engagement.
- the automatic transmission AT is mainly composed of a second clutch CL2 and a known so-called belt type continuously variable transmission as main components, and is wound between a primary pulley on the input side, a secondary pulley on the output side and both pulleys. It consists of a variator V consisting of the belt, a forward / reverse switching mechanism (not shown), and an oil pump OP connected to the transmission input shaft.
- the variator V is a variator hydraulic unit based on a control command from the AT controller 7
- the gear ratio is controlled by the control hydraulic pressure generated by the control unit 31 according to the vehicle speed and the accelerator opening degree.
- the second clutch CL2 is not newly added as a dedicated clutch, but uses a clutch that is engaged when the automatic transmission AT moves forward and a brake that is engaged when the automatic transmission AT moves backward. The details will be described later.
- 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 as a vehicle drive shaft, a differential gear DF, a left drive shaft DSL, and a right drive shaft DSR.
- a wet multi-plate clutch capable of continuously controlling the oil flow rate and the hydraulic pressure by a proportional solenoid is used.
- the brake unit 900 includes a hydraulic pressure pump and a plurality of solenoid valves, and secures a hydraulic pressure corresponding to a required braking torque by pump pressure increase, and controls the wheel cylinder pressure by opening / closing control of the solenoid valves of each wheel. It is configured to enable by-wire control.
- Each wheel FR, FL, RR, RL is provided with a brake rotor 901 and a caliper 902, and generates a friction braking torque by the brake fluid pressure supplied from the brake unit 900.
- the hydraulic pressure source may be of a type provided with an accumulator or the like, or may be provided with an electric caliper instead of the hydraulic pressure brake.
- the first traveling mode is an electric vehicle traveling mode (hereinafter abbreviated as “EV traveling mode”) as a motor use traveling mode in which only the power of motor generator MG is used as a power source when the first clutch CL1 is released. It is.
- the second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the vehicle travels while including the engine E as a power source in the engaged state of the first clutch CL1.
- HEV travel mode engine use travel mode
- WSC travel mode the second clutch CL2 is slip-controlled in the engaged state of the first clutch CL1 and travels while including the engine E as a power source.
- the “this WSC driving mode” is a mode in which creep driving can be achieved particularly when the battery SOC is low or the engine water temperature is low.
- the first clutch CL1 is engaged, and the engine E is started using the torque of the motor generator MG.
- the “HEV drive mode” has three drive modes: “engine drive mode”, “motor assist drive mode”, and "running power generation mode”.
- drive wheels are moved using only the engine E as a power source.
- motor assist travel mode drive wheels are moved using two of an engine E and a motor generator MG as a power source.
- the “traveling power generation mode” causes the motor generator MG to function as a generator while moving the drive wheels RR and RL with the engine E as a power source.
- the power of engine E is used to operate motor generator MG as a generator. Further, at the time of the deceleration operation, the braking energy is regenerated to generate electric power by the motor generator MG and used for charging the battery 4. Further, as a further mode, when the vehicle is stopped, there is a “power generation mode” in which the motor generator MG is operated as a generator using the power of the engine E.
- the control system of the hybrid vehicle in FIG. 1 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, an AT controller 7, and a second A clutch hydraulic unit 8, a variator hydraulic unit 31, a brake controller 9, and an integrated controller 10 are provided.
- the engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that allows mutual information exchange. It is done. Further, each controller is configured by a microcomputer or the like as is well known.
- the engine controller 1 receives engine rotational speed information from the engine rotational speed sensor 12 and controls an engine operating point (Ne: engine rotational speed, Te: engine torque) in accordance with a target engine torque command or the like from the integrated controller 10 Command, for example, is output to a throttle valve actuator (not shown). Further detailed engine control contents will be described later.
- Information such as the engine rotational speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.
- the motor controller 2 inputs information from the resolver 13 for detecting the rotor rotational position of the motor generator MG, and according to a target motor generator torque command or the like from the integrated controller 10, a motor operating point of the motor generator MG (Nm: motor generator A command for controlling the rotational speed, Tm: motor generator torque) is output to the inverter 3.
- the motor controller 2 monitors the battery SOC representing the state of charge of the battery 4 and uses the battery SOC information for control information of the motor generator MG and supplies it to the integrated controller 10 via the CAN communication line 11. Be done.
- the first clutch controller 5 receives sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and in response to a first clutch control command from the integrated controller 10, the first clutch CL1 is engaged and released.
- the control command is output to the first clutch hydraulic unit 6.
- the information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.
- the AT controller 7 inputs sensor information from an inhibitor switch that outputs signals according to the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and the position of the shift lever operated by the driver, and an integrated controller
- a command to control the gear ratio of variator V to the target gear ratio and a command to control engagement / disengagement of second clutch CL2 are variator hydraulic unit 31 in the AT hydraulic control valve.
- information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.
- the brake controller 9 inputs sensor information from the wheel speed sensor 19 and the brake stroke sensor 20 for detecting the respective wheel speeds of the four wheels. For example, at the time of brake depression braking, the driver request braking torque obtained from the brake stroke BS When the regenerative braking torque alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so as to compensate the shortfall by the mechanical braking torque (the braking torque by the friction brake). It is needless to say that not only the brake fluid pressure according to the driver request braking torque but also the brake fluid pressure can be optionally generated by other control requests.
- the integrated controller 10 manages the energy consumption of the entire vehicle and is responsible for running the vehicle with the highest efficiency.
- the motor rotation number sensor 21 for detecting the motor rotation number Nm and the second clutch output rotation number N2out
- a second clutch output rotational speed sensor 22 for detecting the second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2;
- the information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained via the CAN communication line 11 are input.
- integrated controller 10 performs operation control of engine E by a control command to engine controller 1, operation control of motor generator MG by a control command to motor controller 2, and first by a control command to first clutch controller 5.
- the engagement / release control of the clutch CL1 and the engagement / release control of the second clutch CL2 by the control command to the AT controller 7 and the shift control of the variator V are performed.
- the integrated controller 10 calculates a gradient load torque equivalent value calculation unit 600 that calculates gradient load torque equivalent values acting on the wheels based on the estimated road surface gradient described later, and the driver's brake when a predetermined condition is satisfied.
- the second clutch protection control unit 700 generates the brake fluid pressure regardless of the amount of pedal operation.
- the gradient load torque equivalent value is a value corresponding to the load torque acting on the wheels when the gravity acting on the vehicle due to the road surface gradient tries to move the vehicle backward.
- a brake that generates mechanical braking torque on a wheel generates a braking torque by pressing a brake pad with a caliper 902 against a brake rotor 901. Therefore, when the vehicle is going to move backward by gravity, the direction of the braking torque is the forward direction of the vehicle.
- a braking torque that coincides with the vehicle forward direction is defined as a gradient load torque. Since the gradient load torque can be determined by the road surface gradient and the inertia of the vehicle, the gradient load torque equivalent value is calculated based on the vehicle weight and the like set in advance in the integrated controller 10. Note that the gradient load torque may be taken as an equivalent value as it is, or may be taken as an equivalent value by adding or subtracting a predetermined value or the like.
- the second clutch protection control unit 700 calculates a predetermined braking torque minimum value (a braking torque equal to or higher than the above-mentioned gradient load torque) capable of avoiding so-called rollback when the vehicle reverses when the vehicle stops on the slope road.
- a predetermined braking torque minimum value (a braking torque equal to or higher than the above-mentioned gradient load torque) capable of avoiding so-called rollback when the vehicle reverses when the vehicle stops on the slope road.
- the brake fluid pressure is applied only to the rear wheel which is the drive wheel.
- the brake fluid pressure may be supplied to the four wheels in consideration of front / rear wheel distribution etc., or the brake fluid pressure may be supplied only to the front wheels.
- the second clutch protection control unit 700 outputs a request to the AT controller 7 to inhibit the transmission torque capacity control output to the second clutch CL2.
- the calculation in the integrated controller 10 is calculated, for example, every 10 msec of the control cycle.
- the integrated controller 10 has a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.
- the target driving force calculation unit 100 calculates a target driving force tFoO (driver's requested torque) from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG. 3.
- tFoO driver's requested torque
- the mode selection unit 200 has a road surface gradient estimation calculation unit 201 that estimates the road surface gradient based on the detection value of the G sensor 10b.
- the road surface gradient estimation calculation unit 201 calculates the actual acceleration from the average wheel speed acceleration value of the wheel speed sensor 19 and the like, and estimates the road surface gradient from the deviation between the calculation result and the G sensor detection value.
- the mode selection unit 200 has a mode map selection unit 202 that selects one of two mode maps to be described later based on the estimated road surface gradient.
- FIG. 4 is a schematic diagram showing selection logic of the mode map selection unit 202. As shown in FIG. The mode map selection unit 202 switches to the slope road correspondence mode map when the estimated slope becomes equal to or more than the predetermined value g2 from the state in which the normal mode map is selected. On the other hand, when the estimated gradient becomes less than the predetermined value g1 ( ⁇ g2) from the state where the gradient road correspondence mode map is selected, the mode is switched to the normal mode map. That is, hysteresis is provided for the estimated gradient to prevent control hunting at the time of map switching.
- the mode map includes a normal mode map selected when the estimated gradient is less than a predetermined value, and a slope path corresponding mode map selected when the estimated gradient is greater than or equal to the predetermined value.
- FIG. 5 shows a normal mode map
- FIG. 6 shows a slope road corresponding mode map.
- the normal mode map has “EV travel mode”, “WSC travel mode”, and “HEV travel mode”, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the "EV travel mode” is selected, if the battery SOC is equal to or less than the predetermined value, the "HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode.
- the HEV-> WSC switching line has a rotational speed smaller than the idle rotational speed of the engine E when the automatic transmission AT has a low speed gear ratio in a range less than the predetermined accelerator opening APO1.
- the lower limit vehicle speed VSP1 is set to be lower than the lower limit vehicle speed VSP1.
- the "WSC travel mode” is set up to a vehicle speed VSP1 'region higher than the lower limit vehicle speed VSP1.
- the "WSC travel mode" is selected even at the start time or the like.
- the EV travel mode area is not set in the slope road corresponding mode map. Further, it differs from the normal mode map in that the region is defined only by the lower limit vehicle speed VSP1 without changing the region according to the accelerator pedal opening APO as a WSC travel mode region.
- the EV travel mode region disappears in the normal mode map of FIG.
- the EV travel mode area disappears from the mode map, this area continues to disappear until the SOC reaches 50%.
- the operating point attainment target is transiently generated from accelerator pedal opening APO, target driving force tFoO (driver request torque), target mode, vehicle speed VSP, and target charge / discharge power tP.
- the target engine torque, the target motor generator torque, the target second clutch transmission torque capacity TCL2 *, the target gear ratio of the automatic transmission AT, and the first clutch solenoid current command are calculated.
- the operating point command unit 400 is provided with an engine start control unit that starts the engine E when transitioning from the "EV travel mode" to the "HEV travel mode".
- the shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity TCL2 * and the target gear ratio according to the shift schedule shown in the shift map.
- the shift map is a map in which the target gear ratio is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.
- the details of the second clutch hydraulic unit 8 that controls the second clutch CL2 are shown in FIG.
- a pressure regulator valve 8a, a pressure reducing valve 8b, and a clutch pressure regulating valve 8c are configured in the second clutch hydraulic unit 8 of FIG. 1, and an oil pump O / P is used.
- the generated hydraulic pressure is supplied to the second clutch CL2.
- a clutch pressure regulating valve (linear solenoid valve) 8c which is a main element of the second clutch hydraulic unit 8 is controlled by the AT controller 7 of FIG.
- the clutch pressure regulating valve 8c is duty-controlled in accordance with a command from the AT controller 7, whereby the hydraulic pressure supplied as the hydraulic pressure to the second clutch CL2 is controlled. Normally, a drive command corresponding to the throttle opening is input to the clutch pressure regulating valve 8c.
- the “WSC drive mode” is characterized in that the engine E is maintained in operation, and has high responsiveness to changes in driver's request torque. Specifically, the first clutch CL1 is completely engaged, the second clutch CL2 is slip-controlled as the transfer torque capacity TCL2 according to the driver request torque, and travel is performed using the driving force of the engine E and / or the motor generator MG. .
- the vehicle speed is determined according to the rotational speed of the engine E when the first clutch CL1 and the second clutch CL2 are completely engaged. I will.
- the engine E has a lower limit value based on an idle speed for maintaining the self-sustaining rotation, and the idle speed is further increased when the idle is increased by the warm-up operation of the engine or the like.
- the driver request torque is high, there are cases where it can not be quickly shifted to the "HEV running mode".
- the second clutch CL2 is slip-controlled while being maintained at a predetermined lower limit rotation speed, and the "WSC travel mode" in which the vehicle travels using the engine torque is selected.
- FIG. 8 is a schematic diagram showing an engine operating point setting process in the “WSC traveling mode”
- FIG. 9 is a map showing an engine target rotational speed in the “WSC traveling mode”.
- a target engine rotational speed characteristic corresponding to the accelerator pedal opening is selected based on FIG. 9, and a target engine rotational speed corresponding to the vehicle speed is selected along this characteristic. Is set. Then, a target engine torque corresponding to the target engine speed is calculated by the engine operating point setting process shown in FIG.
- the operating point of the engine E is defined as a point defined by the engine speed and the engine torque. As shown in FIG. 8, it is desirable that the engine operating point be operated on a line connecting the operating points at which the output efficiency of the engine E is high (hereinafter referred to as ⁇ line).
- the target engine torque is feedforward controlled to a value taking into account the ⁇ line.
- motor generator MG executes rotation speed feedback control (hereinafter, referred to as rotation speed control) that sets the set engine rotation speed as a target rotation speed. Since the engine E and the motor generator MG are now in a direct connection state, the motor generator MG is controlled to maintain the target rotational speed so that the rotational speed of the engine E is also automatically feedback controlled. (Hereinafter referred to as “motor ISC control”).
- rotation speed control rotation speed feedback control
- the torque output from the motor generator MG is automatically controlled so as to fill the deviation between the target engine torque and the driver request torque determined in consideration of the ⁇ ray.
- a basic torque control amount (regeneration and power running) is given to fill the deviation, and feedback control is performed to match the target engine speed.
- the engine output efficiency increases as the engine output torque is increased.
- efficient power generation can be performed while the torque itself input to the second clutch CL2 is used as the driver request torque.
- the torque generation upper limit value that can be generated is determined according to the state of the battery SOC, the deviation between the required generation output from the battery SOC (SOC required generation power) and the torque at the current operating point and the torque on the ⁇ line ( ⁇ It is necessary to consider the magnitude relation with the line power generation).
- FIG. 8A is a schematic view in the case where the ⁇ -ray generated power is larger than the SOC required generated power. Since the engine output torque can not be increased beyond the SOC requested power generation, the operating point can not be moved on the ⁇ line. However, moving to a point with higher efficiency improves fuel efficiency.
- FIG. 8 (b) is a schematic view in the case where the ⁇ -ray generated power is smaller than the SOC required generated power. If it is within the range of the SOC required power generation, the engine operating point can be moved on the ⁇ line, and in this case, power generation can be performed while maintaining the operating point with the highest fuel efficiency.
- FIG. 8C is a schematic view in the case where the engine operating point is higher than the ⁇ ray. If the operating point corresponding to the driver request torque is higher than the ⁇ line, the engine torque is reduced on the condition that the battery SOC has a margin, and the shortage is compensated by the power running of the motor generator MG. Thereby, the driver request torque can be achieved while enhancing the fuel efficiency.
- FIG. 10 is an engine rotational speed map when the vehicle speed is increased in a predetermined state.
- the WSC travel mode area is executed to a vehicle speed area higher than the lower limit vehicle speed VSP1.
- the target engine speed gradually increases as shown in the map shown in FIG.
- the slip state of the second clutch CL2 is canceled, and the mode shifts to the "HEV running mode”.
- the accelerator pedal opening will be that much larger.
- the transfer torque capacity TCL2 of the second clutch CL2 is larger than that of the flat road.
- the WSC travel mode area is enlarged as shown in the map shown in FIG. 9, the second clutch CL2 continues to slip with a strong engagement force, which may cause an excessive amount of heat generation. is there. Therefore, in the graded road correspondence mode map of FIG. 6 selected when the graded road has a large estimated grade, the WSC travel mode area is made unnecessary up to the area corresponding to the vehicle speed VSP1. Thereby, excessive heat generation in the "WSC drive mode" is avoided.
- the rotation speed control is difficult by motor generator MG, for example, when the restriction by battery SOC is applied, or when the controllability of motor generator MG can not be secured at an extremely low temperature, etc.
- the rotation speed is controlled by engine E. Implement engine ISC control.
- the engine E itself can not be lower than the idle rotation speed in a region (region below VSP2) lower than the lower limit vehicle speed VSP1 corresponding to the idle rotation speed of the engine E at the low speed gear ratio.
- the slip amount of the second clutch CL2 becomes large, which may affect the durability of the second clutch CL2.
- the "MWSC travel mode" was set in which feedback control is performed to a target rotation number that is a predetermined rotation number higher than the output rotation number.
- the second clutch CL2 is slip-controlled while setting the rotational state of the motor generator MG to a rotational speed lower than the idle rotational speed of the engine.
- the engine E switches to feedback control in which the idle speed is set to the target speed.
- the engine speed is maintained by the speed feedback control of the motor generator MG.
- the first clutch CL1 is released, the engine speed can not be controlled to the idle speed by the motor generator MG. Therefore, the engine E itself performs engine independent rotation control.
- the control for releasing the second clutch CL2 becomes a problem. That is, the second clutch CL2 is a wet multi-plate clutch, and generates a transmission torque capacity by pressing a plurality of clutch plates by a piston.
- This piston is provided with a return spring from the viewpoint of drag torque reduction, and if the oil pressure supplied to the second clutch CL2 is excessively reduced, the piston is returned by the return spring.
- the piston and the clutch plate move apart, even if the hydraulic pressure supply is started again, the transfer torque capacity is not generated in the second clutch CL 2 until the piston strokes and abuts on the clutch plate. Time lag (including roll back etc. due to this), there is a risk of causing a fastening shock and the like.
- the supplied oil pressure is controlled in advance so as to obtain the optimum transmission torque capacity, there is also a possibility that the optimum transmission torque capacity can not be set due to the influence of the oil temperature or the manufacturing variation.
- the transfer torque capacity of the second clutch CL2 is set to a transfer torque capacity that can avoid a time lag, an engagement shock, and the like.
- FIG. 12 is a flowchart of a standby pressure learning control process for the command hydraulic pressure of the second clutch CL2 executed as the vehicle stop time transmission torque capacity correction control process
- FIG. 13 is a command hydraulic pressure of the second clutch CL2 and the motor generator MG. It is a time chart which shows the relationship with the real MG torque which is drive torque of the above.
- step S1 it is determined in step S1 that the learning control start condition regarding the command hydraulic pressure of the second clutch CL2 is satisfied, and the subsequent processes are executed on the condition that the learning control start condition is satisfied.
- the learning control start condition here is the learning control start after the following conditions are satisfied and a predetermined time has elapsed.
- the motor generator MG is under control of the rotational speed as described above.
- the temperature of ATF (hydraulic fluid of automatic transmission) is within a predetermined range.
- the second clutch CL2 is in a creep cut state (the target transmission torque is equal to or less than a predetermined value).
- the estimated gradient value is less than or equal to a predetermined value.
- step S2 learning control regarding the command oil pressure of the second clutch CL2 is executed. Specifically, as shown in FIG. 13, a relatively high initial hydraulic pressure command value is output at time t1.
- This initial hydraulic pressure command value is obtained by adding the creep cut torque to the Nth learning value (the transmission torque capacity is substantially zero, ie, the transmission torque capacity is infinitely close to zero) with respect to the command hydraulic pressure of the second clutch CL2 It is an instruction value obtained by further adding a predetermined amount to the instruction value.
- Providing the initial hydraulic pressure command value as shown in FIG. 13 is nothing but an increase in the load on the motor generator MG, and as shown in the figure, it is the actual driving torque of the motor generator MG following the initial hydraulic pressure command value.
- the actual MG torque also increases.
- the actual MG torque is a value calculated based on the motor drive current and the like received from the motor controller 2 (corresponding to torque detection means).
- the hydraulic pressure command value is divided stepwise into a plurality of steps and decreased by a predetermined amount, and it is judged each time whether the change of the actual MG torque follows the change of the hydraulic pressure command value or not. If the change in the actual MG torque follows the change in the hydraulic pressure command value, the hydraulic pressure command value is further decreased (time t2 to t7 in FIG. 13). After that, for example, when the change of the actual MG torque does not follow the change of the hydraulic pressure command value at time t8 (non-following determination), the hydraulic pressure command value immediately before time t8 at which it does not follow, that is, time The hydraulic pressure command value at t7 is taken as the end command value.
- the above non-following determination is a determination region in which the value of the actual MG torque to be followed in accordance with the amount of change in the hydraulic pressure command value has a predetermined width, for example, If the value does not enter m, it is determined that the change in the actual MG torque has not followed the change in the hydraulic pressure command value.
- the correction amount is calculated by multiplying the deviation between the end instruction value described above and the N-th learning value by a predetermined coefficient, and the value obtained by correcting the previous N-th learning value with this calculated correction amount is N + 1
- the above-mentioned end instruction value itself may be used as the (N + 1) -th learning value.
- step S3 of FIG. 12 it is determined whether the learning control has ended normally.
- This determination as to whether the learning control has ended normally is performed under the same conditions as the determination as to the establishment of the learning control start condition in step S1, and if it is determined that the learning control ends normally, the second step S4 is performed.
- the learning value regarding the command oil pressure of the clutch CL2 is updated and stored as a new learning value.
- the previous learning control is determined to be abnormal end, and learning about the command hydraulic pressure of the second clutch CL2 is made in step S9. It returns to the first step S1 without updating the value.
- step S5 of FIG. 12 the count value of the counter counting the number of times of execution of learning control (the number of times of learning) is incremented by one each time on condition that the learning control normally ends as described above.
- the number of times of learning is counted separately in two types, one is the number of times learning control has been performed (total number of times of learning), and the other is the number of times of learning during one run. Do.
- the total number of learnings is the number of learnings to be stored without resetting the count value even if the key switch is turned off, and the number of learnings during one run is the number of learnings from turning on the key switch to turning off If the key switch is turned off, it will be zero reset. Therefore, the count value of the counter is incremented by one for both the total number of times of learning and the number of times of learning during one running on condition that the learning control is normally ended as described above.
- steps S6 and S7 of FIG. 12 the convergence determination of the learning performed earlier is performed.
- so-called convergence determination of so-called initial variation learning for absorbing manufacturing errors and variations of individual components of the second clutch CL2 and aging of individual components of the second clutch CL2 It divides into so-called convergence judgment of so-called deterioration variation learning for absorbing the variation due to the temporary deterioration.
- step S6 In the convergence determination of initial variation learning in step S6, when the total number of times of learning becomes equal to or more than a predetermined number of times (for example, 5 times) set in advance, individual manufacturing errors of components of the second clutch CL2 It is determined that the learning value resulting from so-called initial variation such as variation or the like has converged, and the process proceeds to deterioration variation learning convergence determination in the next step S7. On the other hand, if the total number of times of learning is less than a predetermined number of times (for example, 5 times) set in advance, it is determined that the learning value caused by the so-called initial variation as described above has not converged. The learning control is repeated until the process returns to step S1 of FIG.
- a predetermined number of times for example, 5 times
- step S7 of FIG. 12 the deterioration variation learning convergence determination is performed as a determination as to whether or not the learning value resulting from the so-called deterioration variation with time due to the use of the components of the second clutch CL2 converges. In this determination, it is determined that so-called deterioration variation learning has converged when the number of times of learning during one travel after the key switch is turned on becomes equal to or greater than a predetermined number of times (for example, once). Then, the process proceeds to the next step S8. In the next step S8, the learning control prohibition flag is turned ON, and the process is ended. The learning control prohibition flag here is turned off by turning off the key switch.
- step S1 the same learning control processing as that executed as so-called initial variation learning control in step S1 and subsequent steps is repeatedly executed as so-called deterioration variation learning.
- the learning control related to the command hydraulic pressure of the second clutch CL2 as described above ensures that the command hydraulic pressure of the second clutch CL2 is the latest learned value at time t8 in FIG. 13, that is, the last time the second clutch CL2 starts to have the transfer torque capacity.
- the command hydraulic pressure of the second clutch CL2 is set to a value close to zero, and the state is maintained.
- the learning control condition is only satisfied until the initial variation learning converges, that is, until the number of initial variation learning reaches 5 or more.
- initial variation learning is performed each time, if initial variation learning converges, that is, if the number of initial variation learning reaches five or more, the key switch is turned on and then off after that.
- the deterioration variation learning control equivalent to the initial variation learning control is performed only once in one trip up to. As a result, the number of times of learning after convergence of the initial variation learning control is substantially limited, and the frequency of executing the learning control can be reduced.
- FIG. 14 is a flowchart of the longitudinal slip transmission control of the variator V
- FIG. 15 shows a schematic structure of the variator V shown in FIG.
- the definition of the vertical slip transmission control of the variator V is as described above, and the vertical slip transmission control processing of FIG. 14 is started only when the following conditions are satisfied.
- the gear ratio of the variator is on the high side (HIGH side) than the lowest position (most LOW position).
- the target transmission torque of the second clutch CL2 is equal to or less than a predetermined value.
- step S11 of FIG. 14 it is determined whether the vehicle is at a stop, that is, whether the current vehicle speed is less than or equal to a predetermined value. If the current vehicle speed is not less than the predetermined value, this process ends.
- step S12 it is determined whether or not the current gear ratio of variator V is equal to or less than a predetermined value, that is, whether or not the current gear ratio is higher than the lowest gear ratio position. This processing is ended when it is not on the high side of the lowest gear ratio position.
- step S13 it is determined whether the target transmission torque of the second clutch CL2 is equal to or less than a predetermined value. If the target transmission torque of the second clutch CL2 is not equal to or less than the predetermined value, the present process is terminated.
- step S14 of FIG. 14 the convergence determination result of so-called initial variation learning regarding the command hydraulic pressure of the second clutch CL2 in the process of step S6 of FIG. 12 is added as it is to the condition.
- step S14 as in step S6 of FIG. 12, it is determined whether or not so-called initial variation learning regarding the command hydraulic pressure of the second clutch CL2 has converged, and if so-called initial variation learning has not converged Finish.
- the vertical slip shift control of the variator V is executed in step S15.
- FIG. 15 shows a schematic structure of the variator V shown in FIG.
- the variator V includes a primary pulley 32, a secondary pulley 42, and a metal belt 50 wound around the two pulleys 32 and 42.
- Primary pulley 32 includes fixed sheave 33 and movable sheave 34 axially displaceable with respect to fixed sheave 33, and has oil chamber 35 to which hydraulic pressure for axially displacing movable sheave 34 is supplied. It is attached.
- a V-shaped groove is formed between the fixed sheave 33 and the movable sheave 34, and the groove width can be changed by displacing the movable sheave 34 in the axial direction.
- An input shaft 36 is connected to the primary pulley 32, and rotational driving forces from the engine E and the motor generator GM shown in FIG. 1 are input through the input shaft 36 and the second clutch CL2.
- the secondary pulley 42 comprises a fixed sheave 43 and a movable sheave 44 axially displaceable with respect to the fixed sheave 43, and has an oil chamber 45 to which oil pressure for axially displacing the movable sheave 44 is supplied. It is attached.
- a V-shaped groove is formed between the fixed sheave 43 and the movable sheave 44, and the groove width can be changed by displacing the movable sheave 44 in the axial direction.
- An output shaft 46 is connected to the secondary pulley 42, and the rotational force of the secondary pulley 42 is transmitted to the propeller shaft PS of FIG. 1 via the output shaft 46.
- the belt 50 is wound between the primary pulley 32 and the secondary pulley 42 as described above, and transmits the rotation from the primary pulley 32 to the secondary pulley 42.
- step S11 to step S14 in FIG. 14 it is a condition that all the determination results from step S11 to step S14 in FIG. 14 are "YES", and if these conditions are satisfied, the command from the AT controller 7
- the primary pressure of the hydraulic pressure supplied to the oil chamber 35 on the primary pulley 32 side in FIG. 15 is lowered while the secondary pressure of the hydraulic pressure supplied to the oil chamber 45 on the secondary pulley 42 side is reduced.
- the belt 50 is raised and displaced radially of the pulleys 32 and 42 while being slipped on both pulleys 32 and 42, thereby forcing the belt 50 to return to the lowest gear ratio position.
- the longitudinal slip control is finished.
- the predetermined time here is set in consideration of the time required for the belt 50 to reliably return to the lowest speed ratio position.
- the deterioration variation learning control for the purpose of absorbing the deterioration variation of the components of the second clutch CL2 is performed substantially only once under the condition that the key switch is turned on. In other words, after the initial variation learning once converges, the degradation variation learning control is performed only once per one trip from turning on the key switch to turning it off.
- longitudinal slip control which is control to return to the lowest gear ratio, is executed on the condition that so-called initial variation learning control regarding the command hydraulic pressure of the second clutch CL2 is converged, so it is more excessive than assumed.
- Longitudinal slip shift control is not performed in the state where a certain input torque is applied. Therefore, during shifting to the low side, the belt slips in the circumferential direction with respect to the pulley, the durability of the belt or the pulley decreases, or the response of the subsequent accelerator operation due to the clutch being released too much It is possible to prevent in advance the occurrence of problems such as deterioration of the quality.
- the total learning number is set to 5 as the convergence determination condition of the initial variation learning control
- the learning execution number after key switch ON is set to 1 as the convergence determination condition of the deterioration variation learning control.
- these frequency values are merely an example, and the number of learning executions as the learning control convergence determination condition can be arbitrarily set.
- traveling distance can be used, and deviation of learning value (difference between previous learning value and current learning value, etc.) is used. It can also be done. When the travel distance is used, it is determined that the initial variation learning control has converged if the cumulative travel distance becomes a predetermined distance set in advance.
- the present invention is applied to the hybrid vehicle shown in FIG. 1 as an example.
- the vehicle has a start clutch
- the present invention is applicable to other types of vehicles as well. is there.
- the FR type hybrid vehicle is described in FIG. 1, it may be an FF type hybrid vehicle.
- the vehicle stop transmission torque capacity correction control process is performed in the “WSC travel mode”, in other slip control, that is, when the motor generator is subjected to rotation speed control The same applies.
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Abstract
Description
次に、「WSC走行モード」の詳細について説明する。「WSC走行モード」とは、エンジンEが作動した状態を維持している点に特徴があり、ドライバ要求トルク変化に対する応答性が高い。具体的には、第1クラッチCL1を完全締結し、第2クラッチCL2をドライバ要求トルクに応じた伝達トルク容量TCL2としてスリップ制御し、エンジンE及び/又はモータジェネレータMGの駆動力を用いて走行する。
次に、MWSC走行モード領域を設定した理由について説明する。推定勾配が所定勾配(g1もしくはg2)より大きいときに、例えば、ブレーキペダル操作を行うことなく車両を停止状態もしくは微速発進状態に維持しようとすると、平坦路に比べて大きな駆動力が要求される。自車両の荷重負荷に対抗する必要があるからである。
上述のように、「WSC走行モード」が選択された状態で、運転者がブレーキペダルを踏み込み、車両停止状態となった場合、第2クラッチCL2にはクリープトルク相当の伝達トルク容量が設定され、エンジンEに直結されたモータジェネレータMGがアイドル回転数を維持するように回転数制御が実行される。駆動輪は車両停止によって回転数がゼロであるから、第2クラッチCL2にはアイドル回転数相当のスリップ量が発生する。この状態が長く継続すると、第2クラッチCL2の耐久性が低下するおそれがあることから、運転者によってブレーキペダルが踏まれ、車両停止状態が維持されている場合には、第2クラッチCL2を解放することが望ましい。
図12は上記車両停止時伝達トルク容量補正制御処理として実行される第2クラッチCL2の指令油圧に関するスタンバイ圧学習制御処理のフローチャートであり、図13は上記第2クラッチCL2の指令油圧とモータジェネレータMGの駆動トルクである実MGトルクとの関係を示すタイムチャートである。
次に、図1に示した自動変速機ATの主要素であるバリエータVの縦滑り変速制御について説明する。図14はバリエータVの縦滑り変速制御のフローチャートであり、図15は図1に示したバリエータVの概略構造を示している。
Claims (4)
- 車両の駆動力を発生する回転駆動源と、
上記回転駆動源と駆動輪との間に介装され、油圧指令値に基づいて伝達トルク容量を発生するクラッチと、
上記駆動源とクラッチとの間に介装され、入力側となるプライマリプーリと出力側となるセカンダリプーリおよび上記双方のプーリ間に掛け渡されたベルトとからなるバリエータと、
上記クラッチをスリップ制御するとともに、当該クラッチの回転駆動源側の回転数が当該クラッチの駆動輪側の回転数よりも所定量高い回転数となるように上記回転駆動源を回転数制御する回転数制御手段と、
上記車両の停止状態を判定する車両停止状態判定手段と、
上記回転駆動源の実トルクを検出するトルク検出手段と、
上記バリエータの変速比の最ロー状態を判定する最ロー状態判定手段と、
車両停止状態と判定されたときに、上記クラッチの油圧指令値を学習制御しながら当該クラッチの伝達トルク容量が限りなく零に近い大きさとなる上記クラッチの油圧指令値を学習する学習制御を行い、上記油圧指令値を設定する車両停止時伝達トルク容量補正手段と、
車両の運転状態に応じて上記バリエータの変速比を制御する変速制御手段と、
を備えていて、
上記変速制御手段は、上記車両停止時伝達トルク容量補正手段による上記クラッチの油圧指令値の学習が収束したことを条件に、上記車両停止状態で且つ上記バリエータの変速比が最ロー状態でないときに上記バリエータの変速比をロー側に変速する縦滑り変速制御を実行するものである車両の制御装置。 - 上記変速制御手段は、上記クラッチの目標伝達トルク容量が所定値以下であることを条件に、上記縦滑り変速制御を実行するものである請求項1に記載の車両の制御装置。
- 上記車両停止時伝達トルク容量補正手段による油圧指令値の学習の収束判定は、上記学習制御の実行回数が予め設定した所定回数となったことをもって上記学習が収束したと判定するものである請求項2に記載の車両の制御装置。
- 上記回転駆動源の実トルクを検出するトルク検出手段を有し、
上記車両停止時伝達トルク容量補正手段は、
上記油圧指令値のN回目の学習値に所定量だけ上乗せした油圧を初期油圧指令値とし、
この初期油圧指令値から油圧指令値を段階的に低下させて当該油圧指令値の変化に上記回転駆動源の実トルクが追従しなくなる直前の油圧指令値を終了指令値とし、
この終了指令値または当該終了指令値に所定の補正量を上乗せしたものを上記油圧指令値のN+1回目の学習値とするものである請求項3に記載の車両の制御装置。
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