WO2015052760A1 - Dispositif pour commander un véhicule hybride - Google Patents

Dispositif pour commander un véhicule hybride Download PDF

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Publication number
WO2015052760A1
WO2015052760A1 PCT/JP2013/077290 JP2013077290W WO2015052760A1 WO 2015052760 A1 WO2015052760 A1 WO 2015052760A1 JP 2013077290 W JP2013077290 W JP 2013077290W WO 2015052760 A1 WO2015052760 A1 WO 2015052760A1
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WIPO (PCT)
Prior art keywords
clutch
engine
motor
motor generator
hybrid vehicle
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PCT/JP2013/077290
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English (en)
Japanese (ja)
Inventor
良祐 伊東
孝夫 安藤
大城 岩佐
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日産自動車株式会社
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Priority to PCT/JP2013/077290 priority Critical patent/WO2015052760A1/fr
Publication of WO2015052760A1 publication Critical patent/WO2015052760A1/fr

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    • 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
    • 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
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • 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

Definitions

  • the present invention relates to a hybrid vehicle control apparatus that starts an engine by a motor generator in a hybrid vehicle having an engine and a motor generator.
  • the present invention has been made paying attention to the above problems, and controls a hybrid vehicle capable of improving fuel efficiency while suppressing changes in vehicle deceleration and engine start shocks at the time of engine start request during coast regenerative operation.
  • An object is to provide an apparatus.
  • a control apparatus for a hybrid vehicle includes an engine, a motor generator, a first clutch interposed between the engine and the motor generator, a drive for the motor generator, and a drive system.
  • a second clutch interposed between the wheels, and during coast regeneration operation by the motor generator in the electric vehicle mode in which the first clutch is disengaged and the second clutch is engaged to travel.
  • An engine start control means is provided for performing engine start control using the motor generator as an engine start motor when an engine start request is generated.
  • the engine start control means includes a second clutch control unit, a motor rotation number control unit, and a motoring control unit.
  • the second clutch control unit slip-engages the second clutch, and maintains the second clutch engagement capacity at this time at an amount at which a predetermined deceleration due to the regenerative torque of the motor generator is generated.
  • the motor rotation speed control unit reduces the rotation speed of the motor generator to be smaller than the second clutch output rotation speed.
  • the motoring control unit engages or slips the first clutch and puts the motor into a motoring state in which the engine is rotated without fuel injection.
  • the second clutch control unit slip-engages the second clutch, so that the motor torque fluctuation accompanying the engine start control is transmitted to the drive wheels. It is possible to prevent and suppress engine start shock. Further, the second clutch control unit maintains the second clutch engagement capacity at the time of slip engagement of the second clutch at an amount that generates a predetermined deceleration due to the regenerative torque of the motor generator. For this reason, the vehicle deceleration during the regenerative operation by the motor generator is maintained, and changes in the vehicle deceleration can be absorbed.
  • the motor rotation speed control unit makes the rotation speed of the motor generator smaller than the second clutch output rotation speed, so that the regenerative state can be reliably continued, the motor torque can be increased, and the engine can be quickly motored. Can be in a state. Further, in the motoring control unit, the motor generator is brought into a motoring state in which the engine is rotated without fuel injection by engaging or slip-engaging the first clutch. Here, the engine start request is generated in the coast state. That is, it is necessary for the engine to rotate (cranking), but the engine combustion torque is not required. Therefore, by rotating the motor generator without rotating the engine, the engine can be rotated while suppressing excessive fuel consumption, and deterioration of fuel consumption can be prevented.
  • FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle to which a control device according to a first embodiment is applied. It is a figure which shows an example of the driving mode switching map in FF hybrid vehicle of Example 1.
  • FIG. It is a flowchart which shows the flow of the engine starting control process (engine starting control means) performed with a hybrid control module.
  • Example 1 First, the configuration of the hybrid vehicle control device according to the first embodiment will be described by dividing it into “the overall system configuration of the FF hybrid vehicle” and “the detailed configuration of the engine start control process”.
  • FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle to which the control device of the first embodiment is applied.
  • the overall system configuration of the FF hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied will be described below with reference to FIG.
  • the drive system of the FF hybrid vehicle (an example of a hybrid vehicle) includes a starter motor 1, a horizontally mounted engine 2 (abbreviated as “ENG”), and a first clutch 3 (abbreviated as “CL1”). , A motor generator 4 (abbreviated as “MG”), a second clutch 5 (abbreviated as “CL2”), and a belt type continuously variable transmission 6 (abbreviated as “CVT”).
  • the output shaft of the belt-type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10L and 10R, which are drive wheels, via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9L and 9R.
  • the left and right rear wheels 11L and 11R are driven wheels.
  • the starter motor 1 is a cranking motor that has a gear that meshes with an engine starting gear provided on a crankshaft of the horizontal engine 2 and that rotates the crankshaft when the engine is started.
  • the horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and serves as a drive source for the FF hybrid vehicle.
  • the horizontal engine 2 includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the horizontal engine 2.
  • a compressor (not shown) for an indoor air conditioner is driven by the horizontal engine 2.
  • the intake negative pressure of the horizontally placed engine 2 is introduced into a negative pressure booster (not shown).
  • the first clutch 3 is a normally open dry multi-plate friction clutch that is hydraulically operated and is interposed between the horizontal engine 2 and the motor generator 4, and is fully engaged / slip engaged / released by the first clutch oil pressure. Be controlled.
  • the motor generator 4 is a three-phase AC permanent magnet synchronous motor connected to the transverse engine 2 via the first clutch 3 and serves as a drive source for the FF hybrid vehicle.
  • a positive torque (drive torque) command is output from the motor controller 83 to the inverter 26
  • the motor generator 4 performs a drive operation to generate drive torque using the discharge power from the high-power battery 21,
  • the front wheels 10L, 10R are driven (powering).
  • a negative torque (power generation torque) command is output from the motor controller 83 to the inverter 26
  • a power generation operation is performed to convert rotational energy from the left and right front wheels 10L, 10R into electric energy, and the generated power is
  • the charging power of the high-power battery 21 is used (regeneration).
  • the motor generator 4 and the inverter 26 are connected via an AC harness 27.
  • the second clutch 5 is a normally closed wet multi-plate friction clutch by hydraulic operation that is interposed between the motor generator 4 and the left and right front wheels 10L, 10R as drive wheels, and is completely engaged by the second clutch hydraulic pressure. / Slip fastening / release is controlled.
  • the second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.
  • the belt type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber.
  • the belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub oil pump 15 (motor drive), and a line pressure PL generated by adjusting pump discharge pressure from the main oil pump 14. And a control valve unit (not shown) that generates the first and second clutch hydraulic pressures and the transmission hydraulic pressure with the pressure as the original pressure.
  • the sub oil pump 15 is mainly used as an auxiliary pump for producing lubricating cooling oil.
  • the first clutch 3, the motor generator 4 and the second clutch 5 constitute a drive system for one motor and two clutches
  • “EV mode” is the main travel mode (drive mode) by this drive system.
  • the “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor generator 4 is used as a drive source. That's it.
  • the running mode in which the motor generator 4 regenerates and coasts decelerates with the accelerator off (accelerator release state) is referred to as “coast regenerative operation” or “sailing mode running”. At this time, it does not matter whether or not the brake is operated.
  • the “HEV mode” is a hybrid vehicle mode in which the first and second clutches 3 and 5 are engaged and the horizontal engine 2 and the motor generator 4 are used as driving sources. " When this “HEV mode” is subdivided according to how the motor generator 4 is used, the engine vehicle mode (0 torque command to the motor generator 4), the motor assist mode (positive torque command to the motor generator 4), the engine power generation mode (motor generator 4) Negative torque command).
  • the “WSC mode” the horizontal engine 2 is operated, the first clutch 3 is engaged, and the second clutch 5 is slip-engaged with a transmission torque capacity corresponding to the required driving force. This is an engine-use slip mode that travels while being included in the power source.
  • the operating point determined by the accelerator opening and the vehicle speed is determined by the position on the switching map shown in FIG. Furthermore, switching from the “EV mode” to the “HEV mode” (output of the engine start request) is also performed according to the system requirements listed below, regardless of the position of the operating point on the map of FIG. ⁇
  • the battery charge capacity battery SOC
  • the negative pressure for braking in the negative pressure booster decreases and a negative pressure generation request is output
  • an engine diagnosis request is output
  • the regenerative cooperative brake unit 16 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated.
  • the regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally placed engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.
  • the power system of the FF hybrid vehicle includes a high-power battery 21 as a motor generator power source and a 12V battery 22 as a 12V system load power source.
  • the high-power battery 21 is a secondary battery mounted as a power source for the motor generator 4, and for example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used.
  • the high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.
  • the high-power battery 21 and the motor generator 4 are connected through a DC harness 25, an inverter 26, and an AC harness 27.
  • the inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts the direct current from the DC harness 25 into the three-phase alternating current to the AC harness 27 during power running that drives the motor generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor generator 4.
  • the 12V battery 22 is a secondary battery mounted as a power source for a 12V system load, which is an auxiliary machine. For example, a lead battery mounted in an engine vehicle or the like is used.
  • the high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38.
  • the DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 to 12V, and the charge amount of the 12V battery 22 is controlled by controlling the DC / DC converter 37 by the hybrid control module 81. Is configured to manage.
  • the control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control means for properly managing the energy consumption of the entire vehicle.
  • Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”).
  • a lithium battery controller 86 abbreviation: “LBC”.
  • the hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like.
  • the engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontally placed engine 2.
  • the motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26.
  • the motor controller 83 receives output rotation speed information of the motor generator 4 from the MG rotation speed sensor 94.
  • the CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like.
  • the lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21.
  • FIG. 3 is a flowchart showing the flow of engine start control processing (engine start control means) executed by the hybrid control module. Hereinafter, each step of FIG. 3 showing the detailed configuration of the engine start control process will be described. This engine start control process is repeatedly executed during the “EV mode”.
  • step S1 it is determined whether or not the current traveling mode (driving mode) is “coast regenerative operation”. If YES (coast regenerative operation), the process proceeds to step S2. If NO (other than coast regeneration), proceed to return.
  • the determination of the coast regenerative operation is performed when the accelerator is in an OFF state while regenerating with the motor generator 4 in the “EV mode”.
  • step S2 following the determination of “coast regenerative operation” in step S1, it is determined whether an engine start request due to a system request has occurred in the coast state. If YES (engine start requested by system request), the process proceeds to step S3. If NO (no engine start requested by system request), proceed to return.
  • This "engine request by system request” means that when a compressor operation request for an indoor air conditioner is output, the negative pressure for braking in the negative pressure booster decreases and a negative pressure generation request is output.
  • an engine diagnosis request is output.
  • the accelerator is OFF. Therefore, there is no increase in required driving force. That is, it is necessary to rotate (crank) the horizontal engine 2 based on the engine start request, but no engine combustion torque is required.
  • the process proceeds to step S4.
  • step S4 following the output of the CL2 slip command in step S3, it is determined whether or not the clutch engagement capacity of the second clutch 5 is within a predetermined set range. If YES (the second clutch torque is within the set range), the process proceeds to step S5. If NO (the second clutch torque is outside the set range), step S4 is repeated.
  • the fact that the second clutch torque is within the set range means that the actual second clutch torque is within a predetermined error range with respect to the second clutch torque (target value) set in step S3. It is in place.
  • the second clutch torque is detected by a second clutch torque sensor (not shown).
  • step S5 following the determination that the second clutch torque is within the set range in step S4, the CL1 hydraulic pressure command for setting the hydraulic pressure of the first clutch 3 to the standby hydraulic pressure, and the output rotational speed of the motor generator 4 are reduced.
  • the MG rotational speed command for making it smaller than the 2-clutch output rotational speed is output, and the process proceeds to step S6.
  • the rotation speed of the motor generator 4 starts to be reduced.
  • the motor rotation speed is gradually reduced with time.
  • the “second clutch output rotational speed” is the input rotational speed (PRI rotational speed) to the belt type continuously variable transmission 6 and is detected by the transmission input rotational speed sensor 95.
  • the “standby hydraulic pressure” is a hydraulic pressure that eliminates play of the hydraulic pressure of the first clutch 3, and is the state immediately before the first clutch 3 starts the engagement operation.
  • step S6 following the output of the CL1 hydraulic pressure command and the MG rotational speed command in step S5, it is determined whether or not the rotational speed of the motor generator 4 to be made smaller than the second clutch output rotational speed has fallen below a preset determination threshold value. to decide. If YES (MG rotational speed ⁇ determination threshold), the process proceeds to step S7. If NO (MG rotational speed ⁇ determination threshold), step S6 is repeated.
  • the “determination threshold value” is set to a rotational speed at which the output torque from the motor generator 4 reaches the torque necessary for engine cranking.
  • step S7 following the determination of MG rotation speed ⁇ determination threshold value in step S6, a CL1 hydraulic pressure command for changing the hydraulic pressure of the first clutch 3 to the cranking hydraulic pressure and a cranking command for the horizontal engine 2 are output. Proceed to S8. As a result, the rotation of the motor generator 4 is transmitted to the horizontal engine 2 and the engine speed starts to increase.
  • the “cranking hydraulic pressure” is a clutch engagement hydraulic pressure capable of transmitting a torque necessary for engine cranking.
  • step S8 following the output of the CL1 hydraulic pressure command and the cranking command in step S7, it is determined whether or not the rotational speed of the horizontally placed engine 2 is equal to or higher than a preset engine startable rotational speed. If YES (ENG rotational speed ⁇ engine startable rotational speed), the process proceeds to step S9. If NO (ENG engine speed ⁇ engine startable engine speed), step S8 is repeated.
  • the “engine startable rotation speed” is a rotation speed at which the horizontally mounted engine 2 can operate independently by injecting and igniting a certain amount of air and fuel. Here, the rotation speed is set lower than the determination threshold value set in step S6.
  • step S9 following the determination that ENG rotational speed ⁇ engine startable rotational speed in step S8, a CL1 hydraulic pressure command for changing the hydraulic pressure of the first clutch 3 to the engagement hydraulic pressure is output, and the process proceeds to step S10.
  • step S10 following the output of the CL1 hydraulic pressure command in step S9, it is determined whether or not the first clutch 3 is completely engaged. If YES (CL1 engagement complete), the process proceeds to step S11. If NO (CL1 is not fastened), step S10 is repeated.
  • the engagement determination of the first clutch 3 is performed based on the clutch stroke of the first clutch. At this time, air / fuel injection and ignition operations are not performed for the horizontally placed engine 2. That is, the horizontally placed engine 2 is in a motoring state that rotates with the rotation of the motor generator 4 and rotates without fuel injection.
  • step S11 following the determination that the CL1 engagement is completed in step S10, a CL2 engagement command for engaging the second clutch 5 is output, and the process proceeds to step S12.
  • step S12 following the output of the CL2 engagement command in step S11, it is determined whether or not the second clutch 5 is completely engaged. If YES (CL2 conclusion), proceed to return. If NO (CL2 not fastened), step S12 is repeated.
  • the engagement determination of the second clutch 5 is a predetermined value at which the differential rotation in the second clutch 5 becomes zero and the clutch engagement capacity (second clutch torque) in the second clutch 5 can be determined to be the engagement torque. To do that.
  • FIG. 4 shows the accelerator position, vehicle G, CL2 torque command, CL1 hydraulic pressure command, ENG rotation speed, MG rotation speed when the engine start request is generated by the system request in the coast regenerative operation in the control device of the first embodiment. It is a time chart which shows each characteristic of PRI rotation speed.
  • the engine start control operation of the first embodiment will be described with reference to FIG.
  • FF hybrid vehicle of Embodiment 1 while regenerated by the motor-generator 4 during the "EV mode", during the coast regenerative operation to the coasting deceleration in a state released accelerator foot, at time t 1 shown in FIG. 4, for example, indoor air-conditioning
  • a compressor operation request is output
  • an engine start request due to a system request is generated.
  • the process proceeds from step S1 to step S2 to step S3, and a CL2 slip command for setting the second clutch 5 in the slip engagement state is output.
  • the second clutch torque command (command for the clutch engagement capacity in the second clutch 5) is set to an amount at which a predetermined deceleration due to the regenerative torque of the motor generator 4 during the coast regenerative operation is generated in the vehicle.
  • step S4 the clutch engagement capacity of the second clutch 5 (second clutch torque) falls within a predetermined range
  • the deceleration acting on the vehicle is determined to have become about coast deceleration.
  • the process proceeds from step S4 to step S5, and the CL1 hydraulic pressure command for setting the hydraulic pressure of the first clutch 3 to the standby hydraulic pressure and the output rotational speed of the motor generator 4 are reduced to be smaller than the second clutch output rotational speed.
  • MG speed command is output. For this reason, the engagement hydraulic pressure of the first clutch 3 rises to the standby hydraulic pressure. Further, the rotation speed of the motor generator 4 gradually decreases with time.
  • the motor torque can be increased by reducing the motor speed.
  • the process proceeds, and the CL1 hydraulic pressure command to the engagement oil pressure of the first clutch 3 cranking hydraulic to step S6 ⁇ step S7, horizontal A cranking command for the setting engine 2 is output.
  • the hydraulic pressure of the first clutch 3 rises to the cranking hydraulic pressure. Since the cranking hydraulic pressure is lower than the engagement hydraulic pressure, the first clutch 3 is in the slip engagement state.
  • the motor rotation speed has reached the determination threshold value, which is the rotation speed at which the output torque from the motor generator 4 reaches the torque required for engine cranking. That is, the motor generator 4 is in a state where it can output motor torque necessary for cranking. Therefore, the horizontal engine 2 can be quickly cranked by the motor generator 4.
  • the first clutch hydraulic pressure command is increased, since the hydraulic pressure command of the first clutch 3 reaches the engagement hydraulic pressure at time t 6 time, as the first clutch 3 is engaged, it proceeds to step S10 ⁇ step S11 Thus, a CL2 engagement command for engaging the second clutch 5 is output. Thereafter, the second clutch torque command increases, and with the increase of the second clutch torque command, the output rotational speed of the motor generator 4 and the rotational speed of the horizontal engine 2 increase. At this time, the horizontal engine 2 is not injected and ignited with air and fuel, and the horizontal engine 2 is rotated along with the rotation of the motor generator 4.
  • the second clutch 5 when an engine start request due to a system request is generated in the coast state during the coast regeneration operation, the second clutch 5 is slip-engaged and the second at this time
  • the motor generator 4 has a characteristic that the motor torque decreases as the motor rotation speed increases. That is, the cranking torque may be insufficient at a predetermined motor speed or higher, regardless of the rating of the motor generator.
  • the first clutch differential rotation at the time of starting the engine that is, the difference between the engine rotation speed and the motor rotation speed
  • the emitted-heat amount of the 1st clutch 3 at the time of engine starting can be reduced, and durability of the 1st clutch 3 can be improved.
  • Example 1 when transverse engine 2 is in the motoring state, that is, in after time t 5 in FIG. 4, and sets the rotation speed of motor generator 4 to the value of the above engine starting rotational speed. Thereby, when the engine combustion torque is required, the horizontal engine 2 can be quickly exploded, and the required torque can be obtained in a short time.
  • the motor generator 4 when the rotational speed of the motor generator 4 is reduced, the motor generator 4 is gradually lowered with time. That is, the motor speed is prevented from changing rapidly. As a result, even when the rotational speed of the motor generator 4 is reduced before the second clutch 5 is completely released, it is possible to reduce shocks due to fluctuations in the motor rotational speed and torque.
  • the second clutch 5 maintains the second clutch engagement capacity at such an amount that a predetermined deceleration due to the regenerative torque of the motor generator 4 is generated until the first clutch 3 is completely engaged. And continue the slip fastening. Then, after the first clutch 3 is completely engaged, the engagement of the second clutch 5 is started. For this reason, it is possible to prevent the motor rotation speed from dropping during engine startup and to prevent the occurrence of a vehicle shock. Further, after the first clutch 3 is engaged, the engine torque can be used in addition to the motor torque. Therefore, when the second clutch 5 is engaged, even if the load on the motor generator 4 increases, it is possible to make it difficult for the rotation speed drop to occur.
  • the drive system includes an engine (horizontal engine) 2, a motor generator 4, a first clutch 3 interposed between the engine 2 and the motor generator 4, the motor generator 4 and drive wheels (left and right).
  • a second clutch 5 interposed between the front wheels 10L and 10R, and engine start control means (FIG. 3) for performing engine start control using the motor generator as an engine start motor when an engine start request is generated.
  • the engine start control means (FIG. 3) When an engine start request is generated in a coast state during coast regeneration operation by the motor generator 4 in the electric vehicle mode (EV mode) in which the first clutch 3 is disengaged and the second clutch 5 is engaged.
  • a second clutch control section (step S4) for slip-engaging the second clutch 5 and maintaining the second clutch engagement capacity at this time at an amount at which a predetermined deceleration due to the regenerative torque of the motor generator 4 is generated;
  • a motor rotation speed control unit (step S6) for reducing the rotation speed of the motor generator 4 to be smaller than the second clutch output rotation speed;
  • a motoring control unit (step S7) that slips the first clutch 3 and puts the engine 2 in a motoring state in which the motor generator 4 rotates without fuel injection; It was set as the structure which has.
  • the motor rotation speed control unit is configured to set the rotation speed of the motor generator 4 to a value equal to or higher than the engine startable rotation speed when the engine (horizontal engine) 2 is in a motoring state.
  • step S5 The motor rotation speed control unit (step S5) is configured to gradually decrease with time when the rotation speed of the motor generator 4 is reduced. Thereby, in addition to the effect of (1) or (2), even when slip engagement of the second clutch 5 is delayed, shock due to motor rotation speed fluctuation or torque fluctuation can be reduced.
  • the second clutch control unit maintains the second clutch in a slip-engaged state until the first clutch 3 is completely engaged, and when the first clutch 3 is completely engaged, the second clutch 5 is started (step S10, step S11).
  • the hybrid vehicle control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims is described. Design changes and additions are allowed without departing from the gist.
  • the hydraulic pressure of the first clutch 3 when engine cranking is performed, the hydraulic pressure of the first clutch 3 is set to the cranking hydraulic pressure, and the engine is started in the slip engagement state.
  • the first clutch hydraulic pressure may be set to the engagement hydraulic pressure, and the engine may be started (cranking) after the first clutch 3 is in the engagement state.
  • Embodiment 1 shows an example in which the hybrid vehicle control device of the present invention is applied to an FF hybrid vehicle.
  • the control device of the present invention can be applied not only to FF hybrid vehicles but also to FR hybrid vehicles, 4WD hybrid vehicles, and plug-in hybrid vehicles. In short, it can be applied to any hybrid vehicle.
  • a belt-type continuously variable transmission is used as the automatic transmission
  • the present invention is not limited to this, and a stepped automatic transmission may be used.
  • a clutch or a brake included in the transmission may be used as the second clutch.

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

Abstract

L'invention concerne un dispositif qui est destiné à commander un véhicule hybride et qui effectue une économie de carburant accrue tout en supprimant le choc de démarrage de moteur thermique et des changements de décélération de véhicule durant une requête de démarrage de moteur thermique durant une conduite en roue libre/de régénération. Un moyen de commande de démarrage de moteur thermique (fig. 3), qui réalise une commande de démarrage de moteur thermique avec un moteur électrique/générateur (4) en tant que moteur électrique de démarrage de moteur thermique lorsqu'une requête de démarrage de moteur thermique est survenue lorsque qu'il est dans un état en roue libre durant une conduite en roue libre/régénération dans un mode EV, comprend : une unité de commande de second embrayage qui entraîne la mise en prise par glissement d'un second embrayage (5) et qui maintient la capacité de mise en prise du second embrayage à une quantité à laquelle une décélération se produit en conséquence du couple de régénération du moteur électrique/générateur (4); une unité de commande de fréquence de rotation de moteur électrique qui réduit la fréquence de rotation du moteur électrique/générateur (4) à moins d'une fréquence de rotation de sortie de second embrayage; et une unité de commande de motorisation qui amène un premier embrayage (3) à être mis en prise ou à être mis en prise par glissement et amène le moteur thermique (2) à être dans un état de motorisation au moyen du moteur électrique/générateur (4).
PCT/JP2013/077290 2013-10-08 2013-10-08 Dispositif pour commander un véhicule hybride WO2015052760A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2013/077290 WO2015052760A1 (fr) 2013-10-08 2013-10-08 Dispositif pour commander un véhicule hybride

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2013/077290 WO2015052760A1 (fr) 2013-10-08 2013-10-08 Dispositif pour commander un véhicule hybride

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WO2015052760A1 true WO2015052760A1 (fr) 2015-04-16

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112721905A (zh) * 2021-01-07 2021-04-30 浙江吉利控股集团有限公司 双电机混合动力系统中发动机的启动方法和装置及车辆
US11383693B2 (en) * 2018-04-02 2022-07-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002087080A (ja) * 2000-09-14 2002-03-26 Isuzu Motors Ltd ハイブリッド駆動装置
JP2007069789A (ja) * 2005-09-08 2007-03-22 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置
JP2010167961A (ja) * 2009-01-23 2010-08-05 Nissan Motor Co Ltd ハイブリッド車両の変速制御装置および変速制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002087080A (ja) * 2000-09-14 2002-03-26 Isuzu Motors Ltd ハイブリッド駆動装置
JP2007069789A (ja) * 2005-09-08 2007-03-22 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置
JP2010167961A (ja) * 2009-01-23 2010-08-05 Nissan Motor Co Ltd ハイブリッド車両の変速制御装置および変速制御方法

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11383693B2 (en) * 2018-04-02 2022-07-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
CN112721905A (zh) * 2021-01-07 2021-04-30 浙江吉利控股集团有限公司 双电机混合动力系统中发动机的启动方法和装置及车辆
CN112721905B (zh) * 2021-01-07 2022-04-08 浙江吉利控股集团有限公司 双电机混合动力系统中发动机的启动方法和装置及车辆

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