WO2015141286A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2015141286A1 WO2015141286A1 PCT/JP2015/052330 JP2015052330W WO2015141286A1 WO 2015141286 A1 WO2015141286 A1 WO 2015141286A1 JP 2015052330 W JP2015052330 W JP 2015052330W WO 2015141286 A1 WO2015141286 A1 WO 2015141286A1
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- engine
- clutch
- gear ratio
- mode
- vehicle
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
- Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
- Y10S903/918—Continuously variable
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- 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
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking
Definitions
- the present invention is a hybrid equipped with an engine and an electric motor as a power source and capable of selecting an electric travel mode (EV mode) that travels only by the electric motor and a hybrid travel mode (HEV mode) that travels by the electric motor and engine.
- EV mode electric travel mode
- HEV mode hybrid travel mode
- the present invention relates to a vehicle control device.
- the engine is coupled to the driving wheel through a continuously variable transmission and a clutch in order to be detachable, and the electric motor is always coupled to the driving wheel.
- a mechanical oil pump driven by the engine is provided to supply oil to the continuously variable transmission and the clutch.
- This hybrid vehicle is capable of electric travel (EV travel) in the EV mode using only the electric motor by stopping the engine and releasing the clutch, and is electrically operated by starting the engine and engaging the clutch.
- Hybrid running (HEV running) in HEV mode with a motor and engine is possible.
- the engine and continuously variable transmission in the stopped state are disconnected from the drive wheels, so the friction of the engine and continuously variable transmission during EV travel can be reduced. Energy efficiency can be increased by avoiding energy loss in minutes.
- the present invention pays attention to the above-mentioned problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can get over a step even if the road surface started in EV mode has a step or the like.
- the hybrid vehicle control device determines that there is a step, and releases the clutch, stops the engine, and runs with the driving force of the motor. Was restarted, and the continuously variable transmission was downshifted to a gear ratio capable of overcoming a predetermined level difference.
- the engine when there is a step on the road surface that started in EV mode, the engine is downshifted to a gear ratio that can step over the continuously variable transmission, so that the motor driving force is insufficient and the engine driving force is used.
- the continuously variable transmission does not reduce the engine torque and can overcome the step.
- FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to a first embodiment.
- (a) is a schematic system diagram showing a drive system of the hybrid vehicle and an overall control system thereof
- (b) is a V-belt type continuously variable transmission in the drive system of the hybrid vehicle.
- FIG. 3 is a logic diagram of clutch engagement in a sub-transmission built in the machine. It is the mode map in which the driving mode of the hybrid vehicle of Example 1 was set.
- 3 is a flowchart illustrating a forced downshift control process associated with a step determination according to the first embodiment.
- 3 is a flowchart illustrating a forced downshift control process associated with a step determination according to the first embodiment.
- 6 is a time chart showing a state in which the hybrid vehicle of the first embodiment depresses the accelerator pedal after step difference determination and starts in HEV mode.
- 5 is a time chart showing a state in which the accelerator pedal is maintained and the EV mode is continued after the step determination in the hybrid vehicle of the first embodiment.
- 6 is a time chart when a step difference is determined during traveling in the HEV mode in the hybrid vehicle of the first embodiment.
- FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment.
- the hybrid vehicle of FIG. 1 is mounted with an engine 1 and an electric motor 2 as power sources, and the engine 1 is started by a starter motor 3.
- the engine 1 is drive-coupled to the drive wheels 5 through a V-belt type continuously variable transmission 4 so as to be appropriately separated.
- the variator CVT of the continuously variable transmission 4 is a V belt type continuously variable transmission mechanism including a primary pulley 6, a secondary pulley 7, and a V belt 8 (endless flexible member) spanned between these pulleys 6 and 7. is there.
- the V belt 8 employs a configuration in which a plurality of elements are bundled by an endless belt, but may be a chain system or the like, and is not particularly limited.
- the primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C, and the secondary pulley 7 is coupled to the drive wheel 5 via the clutch CL and the final gear set 9 in order.
- FIG. 1 conceptually shows a power transmission path.
- a high clutch H / C, a reverse brake R / B, and a low brake L / B provided in an auxiliary transmission 31 described later are collectively referred to as a clutch. It is described as CL.
- the clutch CL When the clutch CL is engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C, and then sequentially passes through the V belt 8, the secondary pulley 7, the clutch CL, and the final gear set 9 to drive wheels 5 To be used for running a hybrid vehicle.
- the pulley V groove width of the primary pulley 6 is reduced while the pulley V groove width of the secondary pulley 7 is increased to increase the winding arc diameter of the V belt 8 and the primary pulley 6 and at the same time Decrease the diameter of the winding arc with pulley 7.
- the variator CVT upshifts to the high pulley ratio (high gear ratio).
- the gear ratio is set to the maximum gear ratio.
- the variator CVT downshifts to the low pulley ratio (low gear ratio).
- the gear shift is set to the minimum gear ratio.
- the variator CVT has a primary rotational speed sensor 6a for detecting the rotational speed of the primary pulley 6 and a secondary rotational speed sensor 7a for detecting the rotational speed of the secondary pulley 7, and the rotational speed detected by these both rotational speed sensors.
- the actual gear ratio is calculated based on the above, and hydraulic control of each pulley is performed so that the actual gear ratio becomes the target gear ratio.
- the electric motor 2 is always coupled to the drive wheel 5 via the final gear set 11, and the electric motor 2 is driven via the inverter 13 by the power of the battery 12.
- the inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2, and controls the driving force and the rotation direction of the electric motor 2 by adjusting the power supplied to the electric motor 2.
- the electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 so that the electric motor 2 acts as a generator, and the generated power of the electric motor 2 is stored in the battery 12.
- the caliper 15 is connected to a master cylinder 18 that outputs a brake fluid pressure corresponding to the brake pedal depression force under a boost by a negative pressure brake booster 17 that responds to the depression force of the brake pedal 16 that the driver steps on.
- the caliper 15 generated by the master cylinder 18 is actuated by the brake fluid pressure to frictionally brake the brake disc 14.
- a brake actuator 180 capable of adjusting the brake fluid pressure supplied to the caliper 15 is provided.
- the brake actuator 180 includes a pump motor and a plurality of solenoid valves, and increases or decreases the brake fluid pressure supplied to the caliper 15. For example, during regenerative braking, even if the master cylinder pressure increases, the hydraulic pressure corresponding to the regenerative braking force generated by the electric motor 2 is reduced from the caliper 15 so that the driver does not feel uncomfortable during braking. To. Further, for example, when the vehicle is stopped on an uphill road or the like and then restarted, hill hold control for supplying brake fluid pressure is performed in order to prevent the vehicle from moving backward.
- the brake fluid pressure in the caliper 15 is sealed when the driver releases the brake pedal, or the brake fluid is supplied into the caliper 15 by the pump motor to ensure the necessary braking force.
- the hybrid vehicle drives the wheel 5 with a torque according to the driving force command that the driver commands by depressing the accelerator pedal 19, and travels with the driving force according to the driver's request. .
- the hybrid controller 21 selects the travel mode of the hybrid vehicle, the output control of the engine 1, the rotational direction control and output control of the electric motor 2, the shift control of the variator CVT, the shift control of the auxiliary transmission 31, and the clutch CL.
- the fastening / release control and the charge / discharge control of the battery 12 are executed.
- the hybrid controller 21 performs these controls via the corresponding engine controller 22, motor controller 23, transmission controller 24, battery controller 25, and brake controller 26.
- the hybrid controller 21 includes an accelerator pedal opening sensor that detects a signal from the brake switch 26, which is a normally open switch that switches from OFF to ON when the brake pedal 16 is depressed, and an accelerator pedal depression amount (accelerator pedal opening) APO.
- the signal from 27 is input.
- the hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, the battery controller 25, and the brake controller 26.
- the engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21.
- the transmission controller 24 responds to a command from the hybrid controller 21 and uses oil from a mechanical oil pump O / P driven by an engine (or an electric oil pump EO / P driven by a pump motor) as a medium.
- the shift control of the variator CVT V-belt type continuously variable transmission mechanism CVT
- the shift control of the auxiliary transmission 31, and the engagement / release control of the clutch CL are performed.
- the battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.
- the brake controller 26 performs hill hold control in addition to performing cooperative control of the regenerative braking force and the braking force by the hydraulic pressure.
- FIG. 2 (a) is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment.
- FIG. 2 (b) is a continuously variable transmission in the hybrid vehicle drive system according to the first embodiment.
- 4 is an engagement logic diagram of a clutch CL (specifically, H / C, R / B, L / B) in the auxiliary transmission 31 built in FIG.
- the auxiliary transmission 31 rotatably supports the composite sun gears 31s-1 and 31s-2, the inner pinion 31pin, the outer pinion 31pout, the ring gear 31r, the pinion 31pin, and the flange 31pout.
- a Ravigneaux type planetary gear set comprising the carrier 31c.
- the sun gear 31s-1 is coupled to the secondary pulley 7 so as to act as an input rotating member, and the sun gear 31s-2 is arranged coaxially with respect to the secondary pulley 7, but freely rotates. To get.
- the inner pinion 31pin is engaged with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31s-2 are respectively engaged with the outer pinion 31pout.
- the outer pinion 31pout meshes with the inner periphery of the ring gear 31r, and is coupled to the final gear set 9 so that the carrier 31c acts as an output rotating member.
- the carrier 31c and the ring gear 31r can be appropriately coupled by the high clutch H / C as the clutch CL, the ring gear 31r can be appropriately fixed by the reverse brake R / B as the clutch CL, and the sun gear 31s-2 can be coupled by the clutch CL. It can be fixed as appropriate with a certain low brake L / B.
- the auxiliary transmission 31 is engaged with the high clutch H / C, the reverse brake R / B, and the low brake L / B in the combinations indicated by the circles in FIG. 2 (b), and the others are shown in FIG. 2 (b).
- the forward first speed, the second speed, and the reverse speed can be selected.
- the sub-transmission 31 is in a neutral state where no power is transmitted.
- the auxiliary transmission 31 When the transmission 31 is in the first forward speed selection (deceleration) state and the high clutch H / C is engaged, the auxiliary transmission 31 is in the second forward speed selection (direct connection) state and when the reverse brake R / B is engaged, The transmission 31 is in a reverse selection (reverse) state.
- the continuously variable transmission 4 in FIG. 2 (a) releases all the clutches CL (H / C, R / B, L / B) and puts the sub-transmission 31 in a neutral state, so that the variator CVT (secondary The pulley 7) and the drive wheel 5 can be disconnected.
- the continuously variable transmission 4 in FIG. 2 (a) is controlled by using oil from a mechanical oil pump O / P driven by an engine or an electric oil pump EO / P driven by a pump motor as a working medium.
- the transmission controller 24 includes a line pressure solenoid 35, a lockup solenoid 36, a primary pulley pressure solenoid 37-1, a secondary pulley pressure solenoid 37-2, a low brake pressure solenoid 38, a high clutch pressure & reverse brake pressure solenoid 39 and a switch.
- the shift control of the variator CVT is performed through the valve 41 as follows.
- the transmission controller 24 receives a signal from the vehicle speed sensor 32 that detects the vehicle speed VSP and a signal from the acceleration sensor 33 that detects the vehicle acceleration / deceleration G.
- the line pressure solenoid 35 responds to a command from the transmission controller 24 and regulates the oil from the mechanical oil pump O / P to the line pressure PL corresponding to the vehicle required driving force.
- An electric oil pump EO / P is connected between the mechanical oil pump O / P and the line pressure solenoid 35, and pump discharge pressure is supplied in response to a command from the transmission controller 24.
- the lockup solenoid 36 responds to a lockup command from the transmission controller 24 and directs the line pressure PL to the torque converter T / C as appropriate, so that the torque converter T / C is connected between the input and output elements as required. Set to a directly connected lockup state.
- the primary pulley pressure solenoid 37-1 adjusts the line pressure PL to the primary pulley pressure in response to the CVT gear ratio command from the transmission controller 24, and supplies this to the primary pulley 6, thereby
- the CVT gear ratio command from the transmission controller 24 is realized by controlling the groove width and the V groove width of the secondary pulley 7 so that the CVT gear ratio matches the command from the transmission controller 24.
- the secondary pulley pressure solenoid 37-2 adjusts the line pressure PL to the secondary pulley pressure in accordance with a clamping force command from the transmission controller 24, and supplies the secondary pulley pressure to the secondary pulley 7. Clamp it so that it will not slip.
- the low brake pressure solenoid 38 is engaged by supplying the line pressure PL to the low brake L / B as the low brake pressure when the transmission controller 24 issues the first speed selection command for the sub-transmission 31.
- the first speed selection command is realized.
- the high clutch pressure & reverse brake pressure solenoid 39 is a switch valve that uses the line pressure PL as the high clutch pressure & reverse brake pressure when the transmission controller 24 issues the second speed selection command or reverse selection command for the sub-transmission 31. Supply to 41.
- the maximum discharge capacity of the electric oil pump EO / P in Example 1 is set smaller than that of the mechanical oil pump O / P, and the motor and pump of the electric oil pump EO / P are made smaller. Yes.
- the switch valve 41 uses the line pressure PL from the solenoid 39 as the high clutch pressure to the high clutch H / C, and by engaging this, the second speed selection command of the auxiliary transmission 31 is issued. Realize.
- the switch valve 41 uses the line pressure PL from the solenoid 39 as the reverse brake pressure to the reverse brake R / B and fastens it, thereby realizing the reverse selection command of the auxiliary transmission 31.
- the transmission controller 24 determines the continuously variable transmission 4 according to the driving state of the vehicle (vehicle speed VSP, primary rotational speed Npri, accelerator pedal opening APO in the first embodiment) while referring to a preset shift map. Control.
- a shift line is set for each accelerator pedal opening APO, and the shift of the continuously variable transmission 4 depends on the accelerator pedal opening APO. According to the selected shift line.
- a mode switching shift line for shifting the sub-transmission 31 is set.
- the transmission controller 24 When the operating point of the continuously variable transmission 4 crosses the mode switching shift line, the transmission controller 24 performs coordinated shifting with both the variator CVT and the auxiliary transmission 31 to switch between the high speed mode and the low speed mode. . Note that at low vehicle speeds such as when starting, the sub-transmission 31 performs shift control mainly by controlling the pulley ratio of the variator CVT while the first forward speed is selected.
- FIG. 3 is a mode map in which the travel mode of the hybrid vehicle of the first embodiment is set.
- the value above 0 on the vertical axis is set according to the accelerator pedal opening, and the value below 0 is set according to the on / off state of the brake switch 26.
- the powering region in the EV mode is set up to the powering vehicle speed VSPX.
- the EV mode is used up to a predetermined vehicle speed VSP1 higher than the power running speed VSPX.
- the power running area is set. The region below the predetermined vehicle speed VSP1 is hardly selected when the accelerator pedal 19 is depressed.
- the EV regeneration state is switched to the braking by the friction brake. This is because it is undesirable for the electric motor 2 to generate a high regenerative torque in a low rotation state.
- the engine 1 when traveling in the EV mode, the engine 1 is stopped so that the fuel injection stoppage (fuel cut) that has been performed during the coasting from the viewpoint of fuel consumption is continued even when the clutch CL is released.
- the engine 1 is stopped by prohibiting the restart of fuel injection (fuel recovery).
- the step can be overcome if the torque of the electric motor 2 exceeds the torque necessary for overcoming the step. However, if the torque of the electric motor 2 is less than the torque required to overcome the step or if the maximum torque that the electric motor 2 can output is less than the torque required to overcome the step, the step is overcome. I can't.
- the engine 1 is restarted by further depressing the accelerator pedal, the engine 1 is restarted, and the clutch CL is engaged to apply engine torque to the drive wheels 5.
- the clutch CL is engaged to apply engine torque to the drive wheels 5.
- the gear ratio of the variator CVT is downshifted to a gear step ratio G1 that can overcome the predetermined step.
- the gear ratio G1 that can get over a predetermined step may be the “lowest gear ratio” or “higher than the lowest gear ratio and clear the most severe step conditions that exist on ordinary roads. It may be the “lowest possible gear ratio”.
- FIGS. 4 and 5 are flowcharts showing the forced downshift control process associated with the step determination according to the first embodiment.
- step S1 it is determined whether or not the vehicle has stopped from a regenerative braking state in EV mode (hereinafter referred to as an EV regenerative state). If the vehicle has stopped from the EV regenerative state, the process proceeds to step S2, otherwise the control is performed. End the flow.
- the gear ratio of the variator CVT may be higher than the lowest gear ratio. If the vehicle is stopped at other times, the gear ratio is downshifted to the lowest gear ratio. is there.
- step S2 it is determined whether the brake pedal is released and the brake switch 26 is OFF.
- step S3 it is determined whether or not the accelerator pedal has been depressed, that is, whether or not the accelerator pedal opening APO is equal to or greater than a predetermined opening indicating start intention. Proceed to step S4, otherwise repeat this step.
- step S4 it is determined from the mode map whether or not the current travel mode is the EV mode. If the current mode is the EV mode, the process proceeds to step S5. Otherwise, the process proceeds to step S20 to execute the HEV start process. In step S5, motor torque corresponding to the driver's accelerator pedal opening APO is output from the electric motor 2.
- step S6 a step is determined, and if it is determined that there is a step, the process proceeds to step S7. If it is determined that there is no step, this control flow is terminated, and the driving in the EV mode is continued as it is.
- the step is determined when the accelerator pedal opening APO is greater than or equal to a predetermined value indicating the driver's intention to get over the step, or the motor torque is equal to or greater than the predetermined torque and the vehicle speed is less than the predetermined vehicle speed indicating the vehicle stopped state.
- Judge that there is. In other words, in a situation where the driver depresses the accelerator pedal and indicates the intention to travel, and the motor torque is higher than the predetermined torque required for traveling, but the vehicle speed does not increase, It is because it is thought that is disturbed.
- step S7 it is determined whether or not the gear ratio G of the current variator CVT is greater than the gear ratio G1 that can be stepped over (Low side). If it is Low, the gear ratio G of the variator CVT can already output sufficient torque. In step S11, the forced downshift is prohibited, thereby avoiding unnecessary engine start and the like. On the other hand, when it is High, it is determined that it is necessary to forcibly downshift the variator CVT toward the gear ratio G1 capable of overcoming the step, and the process proceeds to Step S8.
- the gear ratio at the time of transition from the previous HEV mode to the EV mode may be stored in a memory or the like, and it may be determined using the stored gear ratio, or the variator CVT
- the gear ratio may be detected based on the groove width, and is not particularly limited.
- step S8 the engine is restarted by the starter motor 3 (hereinafter referred to as engine ON).
- step S81 hill hold determination is performed. If it is determined that hill hold control is necessary, the process proceeds to step S82, and the hill hold control is turned on. If it is determined that hill hold control is not necessary, the process proceeds to step S9. That is, when the driver steps on the brake pedal and stops the vehicle after coming into contact with the step, the hill hold control is not particularly performed because the vehicle does not move. On the other hand, when the driver does not depress the brake pedal, the hill hold control is turned ON to restrict the movement of the vehicle, and the movement of the vehicle is restricted by the friction brake.
- step S9 the engine 1 ensures that the variator CVT rotates, and the oil pump O / P driven by the engine 1 is used as a hydraulic power source to forcibly downshift the variator CVT over the stepped gear ratio G1. (Hereinafter referred to as forced downshift).
- step S10 it is determined whether or not the gear ratio has reached the gear ratio G1 that can be stepped over. If the gear ratio has reached, the process proceeds to step S11, and if not, the process returns to step S9 to continue the forced downshift.
- step S11 it is determined whether or not the vehicle has shifted to the HEV mode by depressing the accelerator pedal.
- the process proceeds to step S15.
- the process proceeds to step S12.
- the engine 1 started at is turned off.
- step S13 it is determined whether or not the hill hold control is ON. If the motor torque of the electric motor 2 is equal to or greater than the predetermined value, the process proceeds to step S14 and the hill hold control is turned OFF. The vehicle stop is maintained by continuing.
- the vehicle cannot get over the step, and the vehicle is continuously stopped.
- the mode map of Fig. 3 when the vehicle speed is near 0 km / h, the EV mode area is expanded in the direction of the accelerator opening, so the accelerator pedal must be depressed within this EV mode area. If the torque required for overcoming the step is secured, the vehicle can travel over the step in the EV mode.
- step S15 it is determined whether or not the engine 1 is ON.
- the process proceeds to step S17, and when the forced downshift is not performed and the engine 1 is not ON. Advances to step S16 and turns on the engine 1.
- step S17 the clutch CL is turned on to travel in the HEV mode.
- step S171 it is determined whether or not the hill hold control is ON. If the motor torque of the electric motor 2 is equal to or greater than the predetermined value and the transmission torque capacity of the clutch CL is equal to or greater than the predetermined value, the vehicle is not likely to move backward. Proceeding to step S172, the hill hold control is turned OFF, and if either condition is not satisfied, the vehicle stop is maintained by continuing the hill hold control.
- FIG. 5 is a flowchart showing the HEV start process of the first embodiment.
- step S21 the engine 1 is turned on.
- step S22 the clutch CL is turned ON.
- step S23 a level difference is determined. If it is determined that there is a level difference, the process proceeds to step S24. If it is determined that there is no level difference, this control flow is terminated, and the driving in the HEV mode is continued as it is.
- the accelerator pedal opening APO is equal to or greater than a predetermined value indicating the driver's intention to get over the step
- the engine torque is equal to or greater than the predetermined torque
- the motor torque is equal to or greater than the predetermined torque
- the vehicle speed is in the vehicle stopped state.
- step S6 is based on the condition that either the accelerator pedal opening condition or the motor torque condition is satisfied. This is because in the EV mode, the accelerator pedal opening degree and the motor torque are correlated. On the other hand, in the HEV mode, it may be considered that the motor torque outputs the regenerative torque depending on the power generation mode. In this case, it is assumed that both the accelerator pedal opening condition and the motor torque condition are satisfied because there is room for the motor torque to output the driving torque without performing a forced downshift.
- step S24 it is determined whether or not the gear ratio G of the current variator CVT is greater than the gear ratio G1 that can be stepped over (Low side). If it is Low, the gear ratio G of the variator CVT can already output sufficient torque. This control flow is terminated by determining that the current state is in a stable state, and forced downshift is prohibited. On the other hand, when it is on the High side, it is determined that it is necessary to forcibly downshift the variator CVT toward the gear ratio G1 capable of overcoming the step, and the process proceeds to Step S25.
- step S25 hill hold control is turned ON. Specifically, brake fluid is supplied into the caliper 15 by the brake actuator 180 to prevent rolling of the tire including the driving wheel 5 and / or the driven wheel.
- step S26 the clutch CL is turned OFF. That is, in order to forcibly downshift the variator CVT, it is necessary to rotate the variator CVT. In a state where the clutch CL is engaged while the vehicle is stopped, the variator CVT cannot be rotated and cannot be downshifted. Therefore, the clutch CL is temporarily released to make the variator CVT rotatable.
- step S27 a forced downshift is executed. As described above, when a forced downshift is performed during the HEV mode, no load is input to the variator CVT from the drive wheel 5 side, so that the gear ratio of the variator CVT can be quickly downshifted to the gear ratio G1 that can be stepped over. Note that the forced downshift is performed after the step determination.
- step S28 it is determined whether or not the gear ratio has reached the gear ratio G1 that can be stepped over. If the gear ratio has reached, the process proceeds to step S29. If not, the process returns to step S27 to continue the forced downshift.
- step S29 the clutch CL is turned ON.
- step S30 the hill hold control is turned off and the vehicle starts in the HEV mode. At this time, since the downshift of the variator CVT has been completed, it is possible to secure the driving torque necessary to get over the step, and to start over the step without going backward.
- FIG. 6 is a time chart showing a state in which the hybrid vehicle of the first embodiment depresses the accelerator pedal after the step determination and starts in the HEV mode.
- the driver releases the brake pedal, the brake switch 26 is turned from ON to OFF, and the accelerator pedal is depressed to start the start.
- the vehicle stops moving due to contact with the step, so the increase in vehicle speed stops and the motor speed MotorREV also stops.
- the motor torque MotorTRQ continues to increase.
- the motor torque MotorTRQ is equal to or greater than a predetermined value indicating the intention to get over the step and the vehicle speed is less than the predetermined vehicle speed indicating the vehicle stop state, it is determined that there is a step.
- a forced downshift is executed before the mode transition to the HEV mode.
- the engine 1 is turned on, and the target gear ratio G * of the variator CVT is set to the gear ratio G1 that can step over the step.
- the variator CVT starts a downshift.
- the gear ratio G of the variator CVT reaches the gear ratio G1 that can overcome the step, the mode transition from the EV mode to the HEV mode is started, and the motor torque MotorTRQ that has been suppressed is restored and the engine torque EngTRQ is increased.
- the engine torque EngTRQ can be increased and transmitted to the drive wheels 5.
- the transmission torque capacity of the clutch CL is gradually increased, and accordingly, the primary rotational speed Npri and the secondary rotational speed Nsec of the variator CVT also approach the driving wheel rotational speed Nout.
- the hill hold control is turned off and the vehicle starts over the step.
- FIG. 7 is a time chart showing a state where the accelerator pedal is maintained and the EV mode is continued after the step determination in the hybrid vehicle of the first embodiment.
- the driver releases the brake pedal, the brake switch 26 is turned from ON to OFF, and the accelerator pedal is depressed to start the start.
- hill hold control is also set to ON, it can avoid that a vehicle reverses.
- it is judged that there is a high possibility of transition to HEV mode and the transmission torque capacity for looseness is set in the clutch CL, and the transmission torque capacity can be generated immediately when the clutch CL is requested to be engaged. To ensure proper condition. The driver maintains the amount of depression of the accelerator pedal after coming into contact with the step, and thus the EV mode is continuously required.
- a forced downshift is executed before the mode transition to the HEV mode. Specifically, the engine 1 is turned on, and the target gear ratio G * of the variator CVT is set to the gear ratio G1 that can step over the step.
- the variator CVT starts a downshift.
- the speed change ratio G of the variator CVT reaches the step changeable speed change ratio G1 at time t41, since the EV mode is continuously requested, the engine 1 is turned off and the suppressed motor torque MotorTRQ is restored. . Further, since the EV mode is required, the transmission torque capacity of the clutch CL is maintained in a state in which the backlash is reduced.
- the primary rotational speed Npri and the secondary rotational speed Nsec of the variator CVT are also reduced and approach the driving wheel rotational speed Nout.
- the EV mode is set in a state where the variator CVT is downshifted, and the hill hold control is also turned OFF, but the vehicle does not move backward by the action of the motor torque MotorTRQ. Thereafter, for example, when the driver depresses the accelerator pedal and a mode transition request to HEV mode is made, the forced downshift of the variator CVT has already been completed. By increasing the transmission torque capacity of the vehicle, it is possible to start over the steps immediately.
- FIG. 8 is a time chart when the step difference is determined during traveling in the HEV mode in the hybrid vehicle of the first embodiment.
- the driver releases the brake pedal, and then depresses the accelerator pedal to start the start.
- a request for transition from the EV mode to the HEV mode is output, the engine 1 is turned on, and a transmission torque capacity for loosening is set in the clutch CL.
- the pulley speed of each variator CVT also increases.
- the gear ratio G of the variator CVT is higher than the gear ratio G1 capable of overcoming the step, and the secondary rotational speed Nse is larger than the primary rotational speed Npri.
- the hill hold control is turned on, and the forced downshift process is started. Specifically, the clutch CL is released, the engine torque EngTRQ and the motor torque MotorTRQ are reduced, and the target gear ratio of the variator CVT is set to the gear ratio G1 that can be stepped over. As a result, the gear ratio of the variator CVT is changed to the gear ratio G1 that can be stepped over, and the primary rotation speed Npri becomes larger than the secondary rotation speed Nse.
- Engine 1 Engine 1, variator CVT coupled to the output shaft of engine 1, clutch CL coupled to the output shaft of variator CVT, drive wheel 5 coupled to the output shaft of clutch CL, and drive wheel 5
- the hybrid controller 21 controls the electric motor 2 (motor) coupled to the motor, the outputs of the engine 1 and the electric motor 2, the engagement and disengagement of the clutch CL, and the gear ratio of the continuously variable transmission 4 according to the operating state.
- Control means and a hybrid vehicle control device including step S6 (step difference determination means) for determining the presence or absence of a step, and the hybrid controller 21 determines that there is a step and is in EV mode (clutch When CL is released and the engine 1 is stopped and the vehicle is driven by the driving force of the electric motor 2, the engine 1 is restarted with the clutch CL released, and the variator CVT can get over a predetermined step.
- step S6 When it is determined that there is a step in step S6 and the HEV mode (running with the driving force of the engine 1 with the clutch CL engaged), the clutch CL is released and the variator CVT is able to get over the predetermined step. Downshift to G1.
- a forced downshift is performed during the HEV mode, no load is input to the variator CVT from the drive wheel 5 side, so that the gear ratio of the variator CVT can be quickly downshifted to the gear ratio G1 that can be stepped over.
- the forced downshift is performed after the step determination. In other words, if there is no level difference determination, no forced downshift is performed, so that the influence on drivability can be minimized by minimizing unnecessary downshifts.
- a brake actuator 180 capable of applying a braking force to the drive wheels 5 is provided, and the hybrid controller 21 applies a braking force to the drive wheels 5 in conjunction with the release of the clutch CL. That is, it is assumed that when the tire comes into contact with the step, the tire slightly climbs the step and stops just before getting over. At this time, if the clutch CL is once turned off after the next step S26, the engine torque cannot be transmitted and the vehicle may be pushed back and move. Therefore, the vehicle movement can be suppressed by turning on the hill hold control and restricting the rotation of the tire.
- step S6 Even if the hybrid controller 21 determines that there is a step in step S6, as shown in step S7 or step S24, the gear ratio G of the variator CVT is greater than the gear ratio G1 over which the step can be overcome, that is, the gear ratio G
- the step for performing the forced downshift is bypassed and the downshift is prohibited.
- the gear ratio G is lower than the gear ratio G1 that can overcome the step, the gear ratio G of the variator CVT is already in a state that can output a sufficient torque. Engine starting, clutch release, etc. can be avoided.
- the negative region on the vertical axis is determined based on ON or OFF of the brake switch 26.
- the present invention is not limited to this, and the stroke sensor of the brake pedal 16 is not limited thereto. May be determined based on the output value of the brake fluid pressure sensor, or based on the output value of a brake fluid pressure sensor that detects the master cylinder pressure or the like.
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Abstract
Description
2 電動モータ
3 スタータモータ
4 Vベルト式無段変速機
5 駆動輪
6 プライマリプーリ
7 セカンダリプーリ
8 Vベルト
CVT バリエータ(無段変速機構)
T/C トルクコンバータ
9,11 ファイナルギヤ組
15 キャリパ
16 ブレーキペダル
19 アクセルペダル
21 ハイブリッドコントローラ
26 ブレーキスイッチ
27 アクセルペダル開度センサ
O/P オイルポンプ
31 副変速機
CL クラッチ
H/C ハイクラッチ
R/B リバースブレーキ
L/B ローブレーキ
32 車速センサ
図1は、実施例1のハイブリッド車両の駆動系およびその全体制御システムを示す概略系統図である。図1のハイブリッド車両は、エンジン1および電動モータ2を動力源として搭載され、エンジン1は、スタータモータ3により始動する。エンジン1は、Vベルト式の無段変速機4を介して駆動輪5に適宜切り離し可能に駆動結合する。
インバータ13は、バッテリ12の直流電力を交流電力に変換して電動モータ2へ供給すると共に、電動モータ2への供給電力を加減することにより、電動モータ2を駆動力制御および回転方向制御する。
なお電動モータ2は、上記のモータ駆動のほかに発電機としても機能し、回生制動の用にも供する。この回生制動時はインバータ13が、電動モータ2に回生制動力分の発電負荷をかけることにより、電動モータ2を発電機として作用させ、電動モータ2の発電電力をバッテリ12に蓄電する。
アウタピニオン31poutはリングギヤ31rの内周に噛合させ、キャリア31cを出力回転メンバとして作用するようファイナルギヤ組9に結合する。
キャリア31cとリングギヤ31rとをクラッチCLであるハイクラッチH/Cにより適宜結合可能となし、リングギヤ31rをクラッチCLであるリバースブレーキR/Bにより適宜固定可能となし、サンギヤ31s-2をクラッチCLであるローブレーキL/Bにより適宜固定可能となす。
セカンダリプーリ圧ソレノイド37-2は、変速機コントローラ24からのクランプ力指令に応じてライン圧PLをセカンダリプーリ圧に調圧し、これをセカンダリプーリ7に供給することにより、セカンダリプーリ7がVベルト8をスリップしないよう挟圧する。
ローブレーキ圧ソレノイド38は、変速機コントローラ24が副変速機31の第1速選択指令を発しているとき、ライン圧PLをローブレーキ圧としてローブレーキL/Bに供給することによりこれを締結させ、第1速選択指令を実現する。
ハイクラッチ圧&リバースブレーキ圧ソレノイド39は、変速機コントローラ24が副変速機31の第2速選択指令または後退選択指令を発しているとき、ライン圧PLをハイクラッチ圧&リバースブレーキ圧としてスイッチバルブ41に供給する。
後退選択指令時はスイッチバルブ41が、ソレノイド39からのライン圧PLをリバースブレーキ圧としてリバースブレーキR/Bに向かわせ、これを締結することで副変速機31の後退選択指令を実現する。
次に変速制御処理について説明する。変速機コントローラ24は、予め設定された変速マップを参照しながら、車両の運転状態(実施例1では車速VSP、プライマリ回転速度Npri、アクセルペダル開度APO)に応じて、無段変速機4を制御する。この変速マップでは、従来のベルト式無段変速機の変速マップと同様に、アクセルペダル開度APO毎に変速線が設定されており、無段変速機4の変速はアクセルペダル開度APOに応じて選択される変速線に従って行われる。この変速マップ上には副変速機31の変速を行うモード切換変速線が設定される。そして、無段変速機4の動作点がモード切換変速線を横切った場合、変速機コントローラ24はバリエータCVTと副変速機31の両方で協調変速を行い、高速モード-低速モード間の切換えを行う。尚、発進時等の低車速時では、副変速機31は前進第1速段が選択された状態で、主にバリエータCVTのプーリ比を制御することで変速制御が行われる。
図3は実施例1のハイブリッド車両の走行モードが設定されたモードマップである。図3のモードマップでは、縦軸の0より上はアクセルペダル開度に応じて設定され、0より下についてはブレーキスイッチ26のオン・オフ状態に応じて設定されている。アクセルペダル19が踏み込まれたEV力行領域にあっては、力行車速VSPXまでEVモードによる力行領域が設定されている。また、アクセルペダル19がほとんど踏み込まれていない状態(例えば、1/8よりも十分に小さなアクセルペダル開度)を表す領域には、力行車速VSPXよりも更に高車速の所定車速VSP1までEVモードによる力行領域が設定されている。この所定車速VSP1以下の領域はアクセルペダル19が踏み込まれた状態ではほとんど選択されることはない。
次に、HEVモードからEVモードに遷移したときの変速制御について説明する。例えば図3のモードマップ内に記載された矢印(a)に示すように、HEV回生領域からブレーキ操作によって減速し、EV回生領域に入ることでEV回生状態となると、クラッチCLを解放し、エンジン1を停止させる。その後、図3の矢印(b)に示すように、アクセルペダル19を踏み込むことで要求駆動力が所定以上となると、HEV力行領域に移行する。同様に、例えば図3の矢印(c)に示すように、アクセルペダル19が踏みこまれたHEV力行領域からブレーキ操作によってEV回生領域に入ることでEV回生状態となると、クラッチCLを解放し、エンジン1を停止させる。その後、図3の矢印(d)に示すように、アクセルペダル19を踏み込むことで要求駆動力が所定以上となると、HEV力行領域に移行する。このときは、エンジン1をスタータモータ3により再始動させると共に、クラッチCLを締結してEVモードからHEVモードへ切り替える。
ステップS1では、EVモードによる回生制動状態(以下、EV回生状態)から車両停止したか否かを判断し、EV回生状態からの車両停止であればステップS2に進み、それ以外の場合は本制御フローを終了する。EV回生状態からの車両停止の場合、バリエータCVTの変速比が最Low変速比よりもHigh側の可能性があり、それ以外の車両停止であれば最Low変速比にダウンシフトされているからである。
ステップS2では、ブレーキペダルが離されてブレーキスイッチ26がOFFか否かを判断し、ブレーキスイッチ26がOFFの場合はステップS3に進み、それ以外の場合は本ステップを繰り返す。ブレーキスイッチ26がOFFの場合は、発進の可能性が高いからである。
ステップS3では、アクセルペダルが踏み込まれたか否か、すなわちアクセルペダル開度APOが発進意図を表す所定開度以上か否かを判断し、所定開度以上の場合は発進意図があると判断してステップS4に進み、それ以外の場合は本ステップを繰り返す。
ステップS5では、運転者のアクセルペダル開度APOに応じたモータトルクを電動モータ2から出力する。
ステップS8では、スタータモータ3によりエンジンを再始動(以下、エンジンONと記載する。)を行う。
ステップS9では、エンジン1によりバリエータCVTが回転する状態を確保し、エンジン1により駆動されるオイルポンプO/Pを油圧源としてバリエータCVTを段差乗り越え可能変速比G1に向けて強制的にダウンシフトする(以下、強制ダウンシフトと記載する。)。
ステップS10では、変速比が段差乗り越え可能変速比G1に到達したか否かを判断し、到達しているときにはステップS11に進み、到達していないときにはステップS9に戻って強制ダウンシフトを継続する。
ステップS13では、ヒルホールド制御がONか否かを判断し、電動モータ2のモータトルクが所定値以上の場合はステップS14に進んでヒルホールド制御をOFFとし、所定値未満の場合はヒルホールド制御を継続することで車両停止を維持する。
ステップS17では、クラッチCLをONとしてHEVモードにより走行する。
ステップS171では、ヒルホールド制御がONか否かを判断し、電動モータ2のモータトルクが所定値以上、かつ、クラッチCLの伝達トルク容量が所定値以上の場合は車両が後退するおそれがないためステップS172に進んでヒルホールド制御をOFFとし、いずれかの条件を満たさない場合はヒルホールド制御を継続することで車両停止を維持する。
ステップS21では、エンジン1をONとする。
ステップS22では、クラッチCLをONとする。
ステップS23では、段差判定を行い、段差有りと判定されたときはステップS24に進み、段差が無いと判定された場合は本制御フローを終了し、そのままHEVモードによる走行を継続する。ここで、段差判定では、アクセルペダル開度APOが運転者の段差乗り越え意図を表す所定値以上、エンジントルクが所定トルク以上、モータトルクが所定トルク以上であって、かつ、車速が車両停車状態を表す所定車速未満の場合を段差有りと判定する。すなわち、運転者がアクセルペダルを踏み込んで走行意図を示し、かつ、エンジントルクもモータトルクも走行に必要な所定トルク以上のトルクを出力しているにも関わらず車速が上昇してこない場面では、段差によって車両の前進が妨げられていると考えられるからである。尚、ステップS6における段差判定では、アクセルペダル開度条件とモータトルク条件のいずれかが成立していることを条件とした。これは、EVモードではアクセルペダル開度とモータトルクとが相関関係にあるからである。一方、HEVモードでは、発電モードによってモータトルクが回生トルクを出力している場合も考えられる。この場合には、特に強制ダウンシフトを行わなくても、モータトルクが駆動トルクを出力する余地があるため、アクセルペダル開度条件とモータトルク条件は両方が成立していることとした。
ステップS25では、ヒルホールド制御をONとする。具体的には、ブレーキアクチュエータ180によりキャリパ15内にブレーキ液を供給し、駆動輪5及び/又は従動輪を含むタイヤの転がりを防止する。すなわち、段差に当接した際、タイヤが若干段差を乗り上げ、乗り越える直前で停止している場合が想定される。このとき、次のステップS26以降でクラッチCLを一旦OFFすると、エンジントルクが伝達できず車両が押し戻されて移動するおそれがある。そこで、ヒルホールド制御をONとし、タイヤの回転を規制することで車両の移動を抑制している。
ステップS27では、強制ダウンシフトを実行する。このように、HEVモード中に強制ダウンシフトを行う際、駆動輪5側からバリエータCVTに負荷が入力されないため、バリエータCVTの変速比を素早く段差乗り越え可能変速比G1までダウンシフトさせることができる。尚、強制ダウンシフトは、段差判定後に行われる。言い換えると、段差判定がなければ、特に強制ダウンシフトを行わないため、無駄なダウンシフトを最小限に抑えることで運転性に与える影響を最小限とする。
ステップS28では、変速比が段差乗り越え可能変速比G1に到達したか否かを判断し、到達しているときにはステップS29に進み、到達していないときにはステップS27に戻って強制ダウンシフトを継続する。
ステップS30では、ヒルホールド制御をOFFとし、HEVモードにより発進する。このとき、バリエータCVTのダウンシフトが完了していることから、段差を乗り越えるのに必要な駆動トルクを確保でき、車両が後退することなく段差を乗り越えて発進できる。
時刻t1において、運転者がブレーキペダルを離してブレーキスイッチ26がONからOFFとなり、アクセルペダルを踏み込んで発進を開始する。
時刻t2において、段差に当接し車両が進めなくなるため、車速の上昇が停止し、モータ回転数MotorREVも同様に停止する。ただし、運転者はアクセルペダルを踏み込んだままの状態であるため、モータトルクMotorTRQは増大を継続する。このとき、モータトルクMotorTRQが段差乗り越え意図を表す所定値以上であって、車速が車両停止状態を表す所定車速未満であるため、段差有りと判定される。この時点で、現在のモータトルクMotorTRQを出力し続けても段差を乗り越えることはできないと判断し、一旦モータトルクMotorTRQを抑制してモータ駆動回路への負担を軽減すると共に無駄なバッテリ消費を抑制する。尚、後述するようにヒルホールド制御もONとされるため、車両が後退することを回避できる。また、HEVモードへの遷移が行われる可能性が高いと判断し、クラッチCLにはガタ詰め用の伝達トルク容量が設定され、クラッチCLの締結要求が来た時に即座に伝達トルク容量が発生可能な状態を確保する。運転者は段差に当接後、アクセルペダルを更に踏み込んでおり、これによりEVモードからHEVモードへの遷移要求が行われる。
時刻t4において、バリエータCVTの変速比Gが段差乗り越え可能変速比G1に到達すると、EVモードからHEVモードへのモード遷移が開始され、抑制されていたモータトルクMotorTRQを復帰させると共にエンジントルクEngTRQを増大させる。このとき、バリエータCVTが十分にダウンシフトしているため、エンジントルクEngTRQを大きくして駆動輪5に伝達できる。また、クラッチCLの伝達トルク容量を徐々に増大させ、それに伴ってバリエータCVTのプライマリ回転数Npri及びセカンダリ回転数Nsecも駆動輪回転数Noutに近づく。
時刻t5において、クラッチCLの伝達トルク容量が段差乗り越えに必要なトルク以上となると、ヒルホールド制御をOFFとし、車両が段差を乗り越えて発進する。
時刻t1において、運転者がブレーキペダルを離してブレーキスイッチ26がONからOFFとなり、アクセルペダルを踏み込んで発進を開始する。
時刻t41において、バリエータCVTの変速比Gが段差乗り越え可能変速比G1に到達すると、継続的にEVモードが要求されているため、エンジン1がOFFとされ、抑制されていたモータトルクMotorTRQを復帰させる。また、EVモードが要求されているため、クラッチCLの伝達トルク容量はガタ詰めが行われた状態を維持する。また、エンジン1のOFFに伴ってバリエータCVTのプライマリ回転数Npri及びセカンダリ回転数Nsecも低下して駆動輪回転数Noutに近づく。
時刻t51において、バリエータCVTのダウンシフトが行われた状態でEVモードとなり、ヒルホールド制御もOFFとされるものの、モータトルクMotorTRQの作用によって車両が後退することはない。これ以後、例えば、運転者がアクセルペダルを踏み込み、HEVモードへのモード遷移要求がなされた場合には、既にバリエータCVTの強制ダウンシフトが完了していることから、エンジン1をONとし、クラッチCLの伝達トルク容量を上昇させることで即座に段差を乗り越えた発進が可能となる。
時刻t11において、運転者がブレーキペダルを離し、その後、アクセルペダルを踏み込んで発進を開始する。
時刻t12において、EVモードからHEVモードへの遷移要求が出力され、エンジン1がONとされると共にクラッチCLにはガタ詰め用の伝達トルク容量が設定される。そして、エンジン回転数Neの上昇に伴ってバリエータCVTの各プーリ回転数も上昇する。このとき、バリエータCVTの変速比Gは段差乗り越え可能変速比G1よりもHigh側となっており、プライマリ回転数Npriよりもセカンダリ回転数Nseが大きくなる。そして、エンジン1の完爆に伴ってクラッチCLの締結圧が徐々に増大する。
時刻t13において、クラッチCLの伝達トルク容量が所定値以上になると、HEVモードによりエンジントルクEngTRQ及びモータトルクMotorTRQが共に増大する。
(1)エンジン1と、エンジン1の出力軸に結合されたバリエータCVTと、バリエータCVTの出力軸に結合されたクラッチCLと、クラッチCLの出力軸に結合された駆動輪5と、駆動輪5に結合された電動モータ2(モータ)と、運転状態に応じてエンジン1及び電動モータ2の出力と、クラッチCLの締結及び解放と、無段変速機4の変速比とを制御するハイブリッドコントローラ21(制御手段)と、を備えたハイブリッド車両の制御装置において、段差の有無を判定するステップS6(段差判定手段)を有し、ハイブリッドコントローラ21は、段差有りと判定され、かつ、EVモード(クラッチCLを解放しエンジン1を停止して電動モータ2の駆動力により走行)のときは、クラッチCLを解放したままエンジン1を再始動し、バリエータCVTを所定の段差乗り越え可能変速比G1へダウンシフトする。
すなわち、電動モータ2の駆動力により走行しているときに段差があるときは、エンジン1によりバリエータCVTを段差乗り越え可能変速比へダウンシフトするため、電動モータ2の駆動力が不足し、エンジン1の駆動力を用いる場合であっても、バリエータCVTによってエンジントルクが小さくなることがなく、段差を乗り越えることができる。
このように、HEVモード中に強制ダウンシフトを行う際、駆動輪5側からバリエータCVTに負荷が入力されないため、バリエータCVTの変速比を素早く段差乗り越え可能変速比G1までダウンシフトさせることができる。また、強制ダウンシフトは、段差判定後に行われる。言い換えると、段差判定がなければ、特に強制ダウンシフトを行わないため、無駄なダウンシフトを最小限に抑えることで運転性に与える影響を最小限にできる。
すなわち、段差に当接した際、タイヤが若干段差を乗り上げ、乗り越える直前で停止している場合が想定される。このとき、次のステップS26以降でクラッチCLを一旦OFFすると、エンジントルクが伝達できず車両が押し戻されて移動するおそれがある。そこで、ヒルホールド制御をONとし、タイヤの回転を規制することで車両の移動を抑制できる。
すなわち、変速比Gが段差乗り越え可能変速比G1よりもLow側のときは既にバリエータCVTの変速比Gが十分なトルクを出力可能な状態にあるため、強制ダウンシフトを禁止することで、無駄なエンジン始動やクラッチ解放等を回避することができる。
以上、本願発明を各実施例に基づいて説明したが、上記構成に限られず、他の構成であっても本願発明に含まれる。実施例ではスタータモータ3によりエンジン再始動を行う構成を示したが、他の構成であっても構わない。具体的には、近年、アイドリングストップ機能付き車両であって、オルタネータをモータ・ジェネレータに置き換え、このモータ・ジェネレータにオルタネータ機能を加えてエンジン始動機能を付加することにより、アイドリングストップからのエンジン再始動時に、スタータモータではなく、このモータ・ジェネレータによりエンジン再始動を行う技術が実用化されている。本願発明も上記のようなモータ・ジェネレータによりエンジン再始動を行う構成としてもよい。
Claims (4)
- エンジンと、
前記エンジンの出力軸に結合された無段変速機と、
前記無段変速機の出力軸に結合されたクラッチと、
前記クラッチの出力軸に結合された駆動輪と、
前記駆動輪に結合されたモータと、
運転状態に応じて前記エンジン及び前記モータの出力と、前記クラッチの締結及び解放と、前記無段変速機の変速比とを制御する制御手段と、
を備えたハイブリッド車両の制御装置において、
段差の有無を判定する段差判定手段を有し、
前記制御手段は、段差有りと判定され、かつ、前記クラッチを解放し前記エンジンを停止して前記モータの駆動力により走行しているときは、前記クラッチを解放したまま前記エンジンを再始動し、前記無段変速機を所定の段差乗り越え可能変速比へダウンシフトすることを特徴とするハイブリッド車両の制御装置。 - 請求項1に記載のハイブリッド車両の制御装置において、
前記制御手段は、段差有りと判定され、かつ、前記クラッチを締結し前記エンジンの駆動力により走行しているときは、前記クラッチを解放し前記無段変速機を所定の段差乗り越え可能変速比へダウンシフトすることを特徴とするハイブリッド車両の制御装置。 - 請求項2に記載のハイブリッド車両の制御装置において、
前記駆動輪に制動力を付与可能な制動手段を有し、
前記制御手段は、前記クラッチの解放に併せて前記駆動輪に制動力を付与することを特徴とするハイブリッド車両の制御装置。 - 請求項1ないし3いずれか一つに記載のハイブリッド車両の制御装置において、
前記制御手段は、段差有りと判定されたとしても、前記無段変速機の変速比が前記段差乗り越え可能変速比以上のときは、前記ダウンシフトを禁止することを特徴とするハイブリッド車両の制御装置。
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- 2015-01-28 EP EP15765055.7A patent/EP3121082B1/en active Active
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JP2020104760A (ja) * | 2018-12-28 | 2020-07-09 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
CN111391814A (zh) * | 2018-12-28 | 2020-07-10 | 本田技研工业株式会社 | 混合动力车辆的控制装置 |
JP2023051532A (ja) * | 2021-09-30 | 2023-04-11 | 本田技研工業株式会社 | 無段変速機を備えたモータ駆動車両およびその制御方法 |
JP7277535B2 (ja) | 2021-09-30 | 2023-05-19 | 本田技研工業株式会社 | 無段変速機を備えたモータ駆動車両およびその制御方法 |
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EP3121082A1 (en) | 2017-01-25 |
JPWO2015141286A1 (ja) | 2017-04-06 |
CN106103225B (zh) | 2018-03-30 |
EP3121082A4 (en) | 2017-04-19 |
US20170066437A1 (en) | 2017-03-09 |
JP6113910B2 (ja) | 2017-04-12 |
EP3121082B1 (en) | 2018-12-19 |
US9963141B2 (en) | 2018-05-08 |
CN106103225A (zh) | 2016-11-09 |
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