WO2015037504A1 - ハイブリッド車の制御装置 - Google Patents
ハイブリッド車の制御装置 Download PDFInfo
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- WO2015037504A1 WO2015037504A1 PCT/JP2014/073278 JP2014073278W WO2015037504A1 WO 2015037504 A1 WO2015037504 A1 WO 2015037504A1 JP 2014073278 W JP2014073278 W JP 2014073278W WO 2015037504 A1 WO2015037504 A1 WO 2015037504A1
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- WIPO (PCT)
- Prior art keywords
- engine
- motor
- clutch
- time
- low temperature
- Prior art date
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control device of a hybrid vehicle capable of driving a vehicle by an engine and a motor.
- a hybrid vehicle is equipped with an engine that burns fuel and outputs driving force, and a motor that is supplied with electric power and outputs driving force.
- a hybrid vehicle to start the vehicle, when the engine water temperature is higher than a predetermined temperature (for example, -10 ° C. to -20 ° C.), the engine is deactivated and the electric vehicle is driven by the motor alone.
- a predetermined temperature for example, -10 ° C. to -20 ° C.
- Select one of the (EV) mode and the hybrid vehicle (HEV) mode in which the vehicle is driven by the engine and motor, and start the engine at low temperatures below a predetermined temperature. It is made to choose.
- the motor functions as a generator to generate power.
- the line pressure for operating the automatic transmission is maintained at a small value (the engine speed may be reduced at the same time), and then the command pressure is increased to the maximum value.
- a low temperature hydraulic control technology is known in the patent application 1 filed by the present applicant that reduces the load of driving the oil pump caused by the low viscosity of the transmission hydraulic oil at the time of low temperature start by raising it all at once.
- the low temperature hydraulic control technology described in Patent Document 1 when the low temperature hydraulic control technology described in Patent Document 1 is applied to a hybrid vehicle, the following problems occur. That is, the low temperature oil pressure control is started when an engine start at low temperature when the engine water temperature becomes lower than a predetermined temperature is detected, and after limiting the line pressure of the transmission to a small value for a predetermined time, The pressure is raised to the maximum pressure.
- the engine start is performed by the driving force of the motor after the start of the motor, and the time required for the engine start is short.
- the engine is first started by the starter and the time taken to start the engine becomes longer, so the low temperature hydraulic control is started from the engine start at the low temperature as in the prior art. If it is set to end after time, the former case is fine, but in the latter case the low temperature oil pressure control is finished too early and the oil pump loses the torque of the motor driven oil pump. There is a problem that it may stop.
- the present invention has been made in view of the above problems, and the object of the present invention is to apply the above-mentioned low temperature hydraulic control at a low temperature to a hybrid vehicle after starting the engine at a low temperature. It is an object of the present invention to provide a control device for a hybrid vehicle that prevents the oil pump from losing its torque even in the start-up mode.
- the control device for a hybrid vehicle limits the line pressure of the transmission to a value smaller than a predetermined maximum value of the line pressure command pressure for a predetermined period of time when the engine temperature is low.
- the low temperature hydraulic control is continuously performed until the time when the engine is started and the motor is started and the first clutch is engaged after the engine temperature is equal to or lower than the predetermined temperature.
- FIG. 1 is a view schematically showing a powertrain of a hybrid vehicle equipped with a control device of a first embodiment of the present invention.
- FIG. 2 is a diagram for explaining a method of starting an engine and starting a motor executed by the control device of the first embodiment.
- FIG. 5 is a view for explaining control contents in the case where the engine water temperature and the battery temperature are high among the method of FIG. 2;
- FIG. 5 is a view for explaining control contents in the case where the engine water temperature and the battery temperature are middle temperatures in the method of FIG. 2;
- FIG. 5 is a diagram for explaining control contents when engine water temperature and battery temperature are low among the method of FIG. 2;
- a hybrid vehicle equipped with the control device according to the first embodiment includes an engine 1, a flywheel 2, a first clutch 3, an oil pump 4, a motor 5, a second clutch 6, and a continuously variable transmission (CVT). 7) and the final reduction gear 8 are provided in this order.
- This hybrid vehicle is a series hybrid vehicle and is an electric vehicle (EV) mode that drives the vehicle by the operation of only the motor 5 and a hybrid vehicle that drives the vehicle by the operation of both the engine 1 and the motor 5 ( It is possible to selectively travel in the HEV mode. Then, in the HEV mode, the engine 1 drives the motor 5, generates electric power as the generator 5, and runs while charging the lithium ion battery (LB) (not shown), the output of the engine E and the battery The mode of driving the vehicle by the combined force with the output of the motor 5 by the power supply is selected, and the mode is selected according to the traveling state, the charging rate of the battery, and the like. As an example of these modes, the one described in Japanese Patent Application Laid-Open No. 2013-151175 filed by the present applicant is mentioned.
- the engine 1 is an internal combustion engine such as a gasoline engine that burns a fuel such as a gasoline engine and outputs a driving force.
- a starter 1 a is attached to the engine 1 to enable start of the engine 1.
- a flywheel 2 is integrally provided on a crankshaft 1b of the engine.
- the first clutch (shown as CL1 in the figure) 3 is a multi-plate type clutch in this embodiment, and is disposed between the flywheel 2 and the motor 5 to connect, slip, and disconnect between them and between them It is possible to make the torque transmission capacity of
- the oil pump 4 is capable of supplying pressure oil to the CVT by a vane type oil pump in the present embodiment.
- the chain 4 a is stretched between a sprocket provided on the input shaft of the oil pump 4 and a sprocket provided on the input shaft of the motor 5, and the motor 5 can drive the oil pump 4.
- the oil pump 4 sucks in the oil in the oil pan of the CVT 7 and feeds the discharged oil to the hydraulic control device of the CVT 7.
- the pressure oil adjusted here is supplied to the oil chamber or the like of the primary pulley of the CVT 7 to shift the speed, or supplied as movable oil to the movable part of the machine component for lubrication or cooling.
- the motor 5 is, for example, a three-phase AC motor, and when power from a lithium ion battery (LB) (not shown) is supplied from an inverter (not shown) as well, it can drive the oil pump 4 or CVT 7 with its output.
- LB lithium ion battery
- inverter not shown
- the second clutch 6 is a multi-plate type clutch in this embodiment, and is disposed between the motor 5 and the CVT 7 to make the torque transmission capacity variable by connecting, slipping, and disconnecting between them. It is possible.
- the second clutch 6 is engaged when the vehicle starts in the EV mode and the HEV mode, and transmits the output of the motor 5 or the engine 1 to the CVT 7 to drive the vehicle.
- the CVT 7 bridges a metal belt between the primary pulley connected to the input shaft and the secondary pulley connected to the output shaft, and changes the groove widths of both pulleys by the hydraulic pressure from the hydraulic control device. It is a well-known thing which enables stepless shifting performed along a shift line determined by the engine speed and the vehicle speed. Therefore, the detailed description of the structure is omitted here.
- the final reduction gear 8 is composed of a reduction gear set consisting of a pinion and a hypoid gear and an operation gear set for adjusting the rotational difference between the left and right drive wheels, and decelerates the drive force output from the CVT 7 and distributes it to the left and right drive wheels. It is a thing.
- the engine 1 is an engine controller 9, the motor 5 is a motor controller 10, the CVT 7 is a transmission controller 11, and these controllers 9 to 11 and the first clutch 3 and the second clutch 6 are integrated controllers. It is controlled by 12 respectively.
- the respective connections are drawn by broken lines in FIG. 1, but the connections between the first clutch 3 and the second clutch 6 and the integrated controller 12 are omitted for the sake of clarity.
- the transmission controller 11 limits the line pressure to a value smaller than the predetermined maximum value of the command pressure, and raises the hydraulic pressure immediately after the predetermined time to the maximum value. It has the part 11a.
- Each of these controllers 9 to 12 corresponds to the control means of the present invention
- the low temperature hydraulic control unit 11a corresponds to the low temperature hydraulic control means of the present invention.
- the method of starting the engine is different depending on whether the temperature of the battery or engine is higher than a predetermined temperature or not. That is, in the former case, motor startup is performed prior to engine startup (in EV mode, it is necessary to charge the battery following motor startup or switching to HEV mode, etc.) Only when it is determined that the engine needs to be started, the engine is started at the time of the determination, and in the HEV mode, the engine start is performed immediately after the start of the motor). The start of the engine is performed first, and then the motor is started, in order to prevent the discharge from becoming insufficient due to the low temperature.
- FIG. 2 summarizes the engine start method for each start condition, and the abscissa represents the elapsed time, and the ordinate represents the temperature of the engine 1 in the upward direction (engine water temperature in this embodiment) and lithium It is drawn that the water temperature of the engine 1 and the temperature of the lithium ion battery become lower as the temperature of the ion battery becomes higher and as it goes downward.
- the engine start is roughly divided into three in the vertical direction, and the upper two stages are shown when the temperature is higher than the predetermined temperature, and the middle stage and the start in the EV mode shown at the top among these One of the start with HEV is selected. Further, the lowermost stage shows the start when the temperature is equal to or lower than a predetermined temperature.
- the ignition switch of the vehicle is pressed (Push in FIG. 2 to 5 shows the time, and push time t1 in FIGS. 3 to 5).
- Push in FIG. 2 to 5 shows the time, and push time t1 in FIGS. 3 to 5.
- the above three activations are performed according to the heights of these water temperature and battery temperature.
- One of the methods is selected and executed.
- the EV mode or the HEV is activated. A launch in mode is performed.
- the motor 5 shown in FIG. 2 and the motor 5 shown in FIG. 3 is started.
- both the first clutch 3 and the second clutch 6 are in the released state.
- the power supply circuit for supplying power to the motor 5 at time t2 is turned on to start high-power connection. Due to this strong power connection, the motor 5 is activated at time t3 and starts to rotate, and is maintained at a predetermined rotational speed (upper stage in FIG. 3).
- the predetermined number of revolutions of the motor 5 is such that the pressure oil discharged from the oil pump 4 rotationally driven by the motor 5 can ensure the hydraulic pressure necessary for the CVT 7.
- the temporal change of the rotational speed of the motor 5 is indicated by the solid line in the upper part of FIG.
- the torque generated by the rotation of the motor 5 is such that the rapid increase in torque due to the start is generated for a short time by the start of the motor 5 (time t3), but it immediately drops to the torque capable of securing the hydraulic pressure of the CVT 7 The value is maintained (indicated by the solid line in the middle of FIG. 3).
- time t3 the start of the motor 5
- the above-mentioned predetermined number of rotations is achieved by the activation of the motor 5, it is an arm in which the hydraulic pressure necessary for the operation of the CVT 7 is generated during the preparation time (period of time t4 to t5 shown by Ready On in FIG. 2 and FIG. 3) Make pressure adjustment judgment of.
- pressure oil is supplied to the first clutch 3 by an oil pressure command (indicated by a broken line in the same figure) and the first clutch 3 is engaged.
- the torque (indicated by a solid line in the figure) rises from time t6 to maintain the first clutch 3 in the half clutch state, and the rotational speed of the engine 1 (indicated by an alternate long and short dash line at the top of the figure.
- the number is increased by the slippage of the first clutch 3 lower than the rotational speed of the motor 5), and part of the output torque of the motor 5 is transmitted to the crankshaft 1b of the engine 1 via the first clutch 3 , Drive to rotate this.
- the engine 1 is supplied with fuel by fuel injection in a state where it has reached a predetermined number of revolutions necessary for starting the engine 1, and the spark plug is ignited, and starting of the engine 1 is started from around time t7.
- the hydraulic pressure command for complete engagement is output at time t7
- the hydraulic pressure of the first clutch 3 gradually rises from time t8 delayed from that point and becomes equal to the command pressure at time t10,
- the 1 clutch 3 is completely engaged.
- the rotational speeds of the engine 1 and the motor 5 become the same.
- the rotational speed of the engine 1 and the rotational speed of the motor 5 in the period from time t6 to t7 are the same, but the rotational speed of the engine 1 is the same as that described above.
- the slippage of the first clutch 3 is lower than the rotational speed.
- the lithium ion battery needs to be charged, so the torque of the engine 1 is increased.
- This increase in torque is performed without changing the idle speed of the engine 1 when the accelerator pedal is not depressed.
- the motor 5 is driven by the engine 1 to be driven to function as a generator, and the power obtained by the idle power generation is charged to the lithium ion battery through the inverter.
- the motor 5 is driven, so the motor torque is negative.
- the second clutch 6 slips according to the necessary driving force, and distributes the output of the engine 1 to the power generation by the motor 5 and the vehicle drive via the CVT 7.
- the engine 1 is started, the engine torque and the number of revolutions increase rapidly, and the idle number of revolutions is reached in the state where the accelerator pedal is not depressed. Also in this case, the complete detonation determination of the engine 1 is performed at time t15 when the first clutch 3 is completely engaged as in the case of the start in the EV mode. From time t16 after the end of the determination, the motor 5 is rotationally driven by the engine 1 and activated as a generator to generate power. By controlling the slip ratio of the second clutch 6, it is possible to distribute the drive of the motor 5 for power generation and the drive torque to the CVT 7 to make the vehicle travel.
- the start in the EV mode and the HEV mode at these normal temperatures is performed as described above, but the low temperature hydraulic control of the CVT 7 is not performed.
- the start of the motor 1 is started and then the motor 5 is started (the lowermost stage in FIG. 2). That is, as shown in FIG. 5, the start determination is performed at time t1, and when it is determined that the start at the extremely low temperature is performed, the starter 1a is started to rotationally drive the crankshaft 1b of the engine 1. As a result, it rotates at the number of rotations (indicated by an alternate long and short dash line in the upper part of FIG. 5) according to the number of revolutions of the starter 1a of the engine 1, and a negative friction torque (indicated by an alternate long and short dash line in the middle of FIG. 5) is generated. .
- the engine 1 is started by performing fuel supply and ignition.
- the rotational speed and output torque of the engine 1 are rapidly increased and maintained at a constant value.
- the engine speed is set to be higher than the idle speed.
- the complete detonation of the engine 1 is determined at time t18. If the determination result is YES, a high power connection is made at time t19.
- the motor 5 starts to rotate at time t20, and as a result, motor torque is also generated.
- the oil pump 4 is rotationally driven by the rotation of the motor 5, and the hydraulic pressure supplied to the CVT 7 is maintained at a torque that can be secured.
- the low temperature hydraulic control is started. In this low temperature oil pressure control, it is detected that the engine water temperature is lower than a predetermined temperature, and it is started at a stage where the activation of the motor 5 is detected. First, the line pressure of the CVT 7 is limited to a value smaller than the indicated value. .
- the low temperature hydraulic control is terminated and returned to the instructed pressure when a predetermined time has elapsed after the detected secondary pressure exceeds a predetermined value (an oil pressure that can be determined that a surge pressure has occurred).
- a predetermined value an oil pressure that can be determined that a surge pressure has occurred.
- the predetermined time is determined in advance by experiment or the like.
- the integrated controller 12 outputs a torque capacity command such that the first clutch 3 is in the half clutch state.
- the torque capacity of the first clutch 3 rises and becomes a half clutch state, it issues an oil pressure command that is completely engaged at time t22 slightly before this, and increases the torque capacity.
- the motor 5 is made to function as a generator, and regeneration by idle power generation is performed.
- the motor torque is negative and the engine torque is increased without changing the engine speed.
- the engine output is distributed to the power generation by the motor 5 and the vehicle drive via the CVT 7.
- a predetermined value the hydraulic pressure at which it can be determined that a surge pressure is generated
- the following effects can be obtained. That is, in the control device of the first embodiment, after the engine 1 is started with the engine water temperature equal to or lower than the predetermined temperature, the torque capacity of the first clutch 3 is completely engaged. Since the operation is continued until the state is reached, it is possible to continue the low temperature hydraulic control until the engine 1 and the motor 5 are stably operating. As a result, the load on the oil pump 4 is increased even in the start mode in which the motor 5 is started after the engine 1 is started at the time of starting the engine at the time when the engine water temperature is low in the hybrid vehicle. As a result, it is possible to prevent the problem that the motor 5 loses the torque of the oil pump 4.
- the low temperature oil pressure control is continuously performed until the torque capacity of the first clutch 3 is completely engaged, but the number of rotations of the engine 1 and the number of rotations of the motor 5 coincide (time t22 ).
- the low temperature oil pressure control may be continuously performed until the low temperature oil pressure until the difference between the rotational speed of the engine 1 and the rotational speed of the motor 5 becomes equal to or less than a predetermined value (between times t21 and t22). Control may be carried out continuously.
- the transmission of the present invention is not limited to the continuously variable transmission 7 but may be a multistage automatic transmission.
- the control means of the present invention is not limited to the various controllers of the embodiment. That is, the roles of the various controllers 9 to 12 in the embodiment may be different from those in the embodiment, and a plurality of controllers may be further integrated to reduce the number.
- the temperature of the engine 1 is not limited to the engine water temperature in the embodiment, but may be the temperature of the engine body.
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Abstract
Description
すなわち、上記低温時油圧制御は、エンジン水温が所定温度以下となる低温時のエンジン始動が検出されたら開始され、所定時間の間、変速機のライン圧を小さな値に制限した後、一気に指令値の最大圧まで上昇させるようにしている。
ところが、ハイブリッド車の場合、エンジン水温が所定温度より高いときは、エンジンの始動がモータの起動後にモータの駆動力で行われ、かつエンジン始動にかかる時間が短くて済むのに対し、エンジン水温が所定温度より低い場合には、エンジンが最初にスタータにより始動され、しかもこのエンジン始動にかかる時間が長くなってしまうので、上記低温時油圧制御を、従来通り、低温時のエンジン始動から開始し所定時間後に終了するように設定してあると、前者の場合にはよくても、後者の場合には低温時油圧制御の終了が早すぎてモータで駆動するオイルポンプのトルクに負けてオイルポンプが停止してしまうことがあるといった問題がある。
この実施例1の制御装置を搭載したハイブリッド車は、エンジン1と、フライホイール2と、第1クラッチ3と、オイルポンプ4と、モータ5と、第2クラッチ6と、無段変速機(CVT)7と、終減速機8とを、これらの順に備えている。
そして、HEVモードとしては、エンジン1がモータ5を駆動して、このモータ5をジェネレータとして発電し、図示しないリチウムイオンバッテリ(LB)に充電しながら走行するモードと、エンジンEの出力とバッテリからの電力供給によるモータ5の出力との合力で車両を駆動するモードとがあり、走行状態やバッテリの充電率などに応じてモードを選択する。なお、これらのモードの例として、本出願人の出願による特開2013-151175号公報に記載のものを挙げておく。
また、エンジンのクランク軸1bにはフライホイール2が一体的に設けてある。
このエンジンの始動方法は、バッテリやエンジンの温度が所定温度より高い場合と、所定温度以下の場合とで、異ならせてある。すなわち、前者の場合では、モータの起動がエンジンの始動に先行して行われる(EVモードではモータの始動に続いてバッテリへの充電が必要であるとかHEVモードへの切り替えが必要であるなどのよりエンジンの始動が必要と判定された場合のみ、その判定の時点でエンジンが始動され、HEVモードではモータの始動にすぐ続いてエンジンの始動が行われる)のに対し、後者の場合にはバッテリの温度が低いため十分な放電ができなくなるのを防ぐため、エンジンの始動が最初に実行され、その後にモータが起動される。
エンジン始動は、同図で縦方向に大きく3つに分けて描いてあり、上側2つの段は温度が所定温度より高い場合で、これらのうち最上段に示すEVモードでの発進と中段に示すHEVでの発進とのいずれかが選択される。また、最下段は、温度が所定温度以下の場合での発進を示す。
なお、これらの図において、図の右側位置に制御の流れを併せて描いてあり、その中の図1のパワートレーンに相当する図において、エンジン1、スタータ1a、オイルポンプ4、モータ5のうち網掛けしてある機器は、それらが始動あるいは起動されて稼働することを表しており、網掛けがしていない機器は、非稼働状態にあることを表している。
すなわち、図示しないエンジン水温センサおよびバッテリ温度センサからエンジン1の水温およびリチウムイオンバッテリの温度に関する信号が統合コントローラ12に入力されると、これら水温とバッテリ温度の高さに応じて、上記3つの起動方法のうちから1つの起動方法が選択・実行される。
この状態で、時刻t2にモータ5へ電力を供給する電力供給回路をONにして強電接続を開始する。この強電接続により、時刻t3にモータ5が起動されて回転し始め、所定の回転数に維持される(図3の上段)。このモータ5の所定回転数は、モータ5により回転駆動されるオイルポンプ4から吐出される圧油がCVT7に必要な油圧を確保可能となる回転数である。なお、モータ5の回転数の時間的変化を、図3の上段に実線で示す。
モータ5の起動で上記所定の回転数になったら、準備時間(図2、図3にReady Onで示す、時刻t4~t5の期間)の間、CVT7の稼働に必要な油圧が発生した腕かの調圧判定を行う。
判定がYESとなったら、第2クラッチ6へ圧油を供給し始め、第2クラッチ6を、スリップ締結状態を経て完全締結する。これにより、モータ5の駆動力をCVT7等へ伝え、車両を発進させる(時刻t5以降)。
そこで、エンジン1を始動するには、準備時間の後、上記判定の時点から必要なエンジン始動時間を確保しなければならない。
このエンジン始動目標時間は、図2中に太線で示すように、より高温側では最低限必要な時間として一定だが、エンジン水温が低い側になるに従って次第に長くなるが、極低温時の場合に比べればかなり短い。なお、このエンジン始動目標時間は、図2では、期間長さをわかりやすくするため、便宜上、準備期間のすぐ後に描いてあるが、実際には、車両発進後に、上記理由でエンジン1の始動が必要になったと判定された時点(本実施例では、時刻t5とする)から開始される。
時刻t7の時点で完全締結のための油圧指令を出力すると、第1クラッチ3の油圧は、その時点より遅れた時刻t8から次第に上昇して行き時刻t10でその指令圧に等しい大きさとなり、第1クラッチ3は完全締結状態となる。この時点でエンジン1とモータ5との回転数は同じとなる。
なお、図3では、時刻t6~t7の期間におけるエンジン1の回転数とモータ5の回転数が同じように描いているが、エンジン1の回転数は、上記で説明したように、モータ5の回転数より第1クラッチ3のスリップ分、低くなっている。
時刻t10から時刻t11の間では、上記のようにモータトルクが0にされてエンジン1が完爆しているか否かの判定が行なわれる。この判定結果が、YESであれば、エンジン1は正常に稼働しているとしてそのままエンジン1の運転制御が続けられ、NOであれば、エンジン1の再始動を試みる。なお、それでも、始動しない場合は、エンジン1の始動はあきらめてモータ5での走行とし、併せてエンジン1が始動できない旨の警告ランプを点灯するようにしてもよい。
すなわち、この場合、図4に示すように、イグニッションスイッチをオンした時刻t1から、起動判定、強電接続、モータ始動の順で、時刻t3まで、上記EVモードの場合と同じ制御が行われる。したがって、モータ5の回転数(図4の上段に実践で示す)およびトルクは、時刻t3から上昇していき、第1クラッチ3の油圧をエンジン始動に必要なトルクにする油圧指令を出力する時刻t12にあっては、モータ3の駆動によりオイルポンプ4が駆動されてCVT7の油圧が十分確保される状態になっている。
その判定終了後の時刻t16からモータ5をエンジン1で回転駆動してジェネレータとして起動し発電を行う。
第2クラッチ6のスリップ率を制御することで発電のためのモータ5の駆動とCVT7への駆動トルクとを分配して車両を走行させることが可能となる。
すなわち、図5に示すように、時刻t1で起動判定を行い、上記極低温時の発進を行うと判定した場合には、スタータ1aを起動してエンジン1のクランク軸1bを回転駆動する。この結果、エンジン1のスタータ1aの回転数に応じた回転数(図5の上段に1点鎖線で示す)で回転し、負のフリクショントルク(同図の中段に1点鎖線で示す)が生じる。この間に燃料供給と点火を行うことでエンジン1を始動させる。
時刻t17で、エンジン1が始動し稼働すると、エンジン1の回転数および出力トルクは、急増し一定の値に維持される。なお、この場合、エンジン回転数は、アイドル回転数より高くなるようにされる。この状態で時刻t18にエンジン1の完爆の判定を行う。判定結果がYESであれば、時刻t19に強電接続を行う。
このモータ5の起動によりCVT7への供給油圧が確保可能になるのに合わせて、低温時油圧制御を開始する。この低温時油圧制御では、エンジン水温が所定温度以下になっているのを検出し、さらにモータ5の起動を検知した段階で開始し、まずCVT7のライン圧を指示値よりも小さい値に制限する。低温時油圧制御は、検出したセカンダリ圧が所定値(サージ圧が発生したと判断可能な油圧)を越えてから、所定時間経過したら、終了し指示圧に戻すようにする。この所定時間は、予め実験などで決めておく。このように低温時油圧制御によりCVT7のライン圧を指示圧よりも小さい値に制限しているので、モータ5の駆動によりオイルポンプ4が駆動することに起因して発生するサージ圧を抑制し、第1クラッチ3、第2クラッチ6およびCVT7の油圧が供給される部分の過負荷を抑制することができる。
時刻t23でモータ5をジェネレータとして機能させ、アイドル発電による回生を行う。したがって、モータトルクは負のトルクとなり、エンジントルクは、エンジン回転数を変えることなく、増大させる。
この場合にも、第2クラッチ6のスリップ状態を制御することで、エンジン出力を、モータ5による発電とCVT7を介しての車両駆動とに分配する。低温時油圧制御は、検出したセカンダリ圧が所定値(サージ圧が発生したと判断できる油圧)を越えてから所定時間経過したとしても、時刻t23で第1クラッチ3のトルク容量が完全締結容量になるまで継続して実施する。
すなわち、実施例1の制御装置にあっては、低温時油圧制御の開始を、エンジン水温が所定温度以下でエンジン1を始動した後にモータ5を起動して第1クラッチ3のトルク容量が完全締結状態となるまで継続して実施するようにしたので、エンジン1とモータ5とが安定して稼働している状態になるまで、低温時油圧制御を続けることが可能となる。この結果、従来の低温時油圧制御を、ハイブリッド車両でのエンジン水温低温時でのエンジン始動時にエンジン1を始動した後にモータ5を起動する発進モードにあっても、オイルポンプ4の負荷が高くなってモータ5がオイルポンプ4のトルクに負けてしまう、といった不具合が生じないようにすることができる。
上記実施例では、第1クラッチ3のトルク容量が完全締結状態となるまで低温時油圧制御を継続して実施しているが、エンジン1の回転数とモータ5の回転数が一致する(時刻t22)まで、低温時油圧制御を継続して実施しても良いし、エンジン1の回転数とモータ5の回転数の差が所定値以下になる(時刻t21~t22の間)まで、低温時油圧制御を継続して実施しても良い。エンジン1の回転数とモータ5の回転数が一致、もしくは差が小さくなった場合、第1クラッチが締結したと判断して低温時油圧制御を終了しても、エンジン1の駆動力が第1クラッチ3を介してモータ5に伝達され、オイルポンプ4を駆動することができる。このため、オイルポンプ4の負荷が高くなっても、モータ5がオイルポンプ4のトルクに負けてしまう、といった不具合が生じないようにすることができる。
本発明の制御手段は、実施例の各種コントローラに限られない。すなわち、実施例における各種コントローラ9~12の役割分担は、実施例のものとは異ならせてもよく、また、複数のコントローラをさらにまとめて個数を減らすようにしてもよい。
また、エンジン1の温度は、実施例のエンジン水温に限られず、エンジン本体の温度であってもよい。
Claims (3)
- 燃料を燃焼して駆動力を出力可能なエンジンと、
電力により駆動力を出力可能なモータと、
入出力間で自動変速可能な変速機と、
該変速機へ作動油を供給するオイルポンプと、
前記エンジンと前記モータとの間に配置された第1クラッチと、
前記モータと前記変速機との間に配置された第2クラッチと、
前記エンジン、前記モータ、前記変速機、前記第1クラッチ、および前記第2クラッチを制御する制御手段と、
を備えたハイブリッド車において、
前記制御手段は、エンジン低温時に前記変速機のライン圧を、予め定めたライン圧指示圧の最大値より小さい値に所定時間の間、制限して前記オイルポンプからの作動油の吐出量を抑制する低温時油圧制御を実施する低温時油圧制御手段を有し、前記低温時油圧制御を、前記エンジンの低温時に、該エンジンを始動した後に前記モータを起動して前記第1クラッチが締結するまで継続して実施するするようにしたハイブリッド車の制御装置。 - 前記エンジンの回転数と前記モータの回転数の差が所定値以内になった場合に、前記第1クラッチが締結したと判断するようにした請求項1に記載のハイブリット車の制御装置。
- 前記第1クラッチのトルク容量が所定値以上になった場合に、前記第1クラッチが締結したと判断するようにした請求項1に記載のハイブリット車の制御装置。
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JP2023163344A (ja) | 2022-04-28 | 2023-11-10 | マツダ株式会社 | ハイブリッド車両の制御方法及び制御システム |
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