WO2022195810A1 - ハイブリッド車両の制御方法および制御装置 - Google Patents

ハイブリッド車両の制御方法および制御装置 Download PDF

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Publication number
WO2022195810A1
WO2022195810A1 PCT/JP2021/011126 JP2021011126W WO2022195810A1 WO 2022195810 A1 WO2022195810 A1 WO 2022195810A1 JP 2021011126 W JP2021011126 W JP 2021011126W WO 2022195810 A1 WO2022195810 A1 WO 2022195810A1
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Prior art keywords
clutch
control
switching
torque
motor generator
Prior art date
Application number
PCT/JP2021/011126
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English (en)
French (fr)
Inventor
幸輝 友田
雅人 古閑
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to EP21930617.2A priority Critical patent/EP4309968A4/en
Priority to CN202180095602.8A priority patent/CN116981582A/zh
Priority to PCT/JP2021/011126 priority patent/WO2022195810A1/ja
Priority to JP2023506632A priority patent/JP7491461B2/ja
Priority to US18/282,328 priority patent/US20240157932A1/en
Publication of WO2022195810A1 publication Critical patent/WO2022195810A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • 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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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention includes a first drive source, a second drive source, and two clutches for connecting and disconnecting between these drive sources and drive wheels, and the first and second drive sources are connected while the vehicle is running.
  • the present invention relates to a hybrid vehicle capable of switching between a neutral mode in which both power sources are disconnected from the drive wheels and a parallel mode in which both the first and second drive sources are connected to the drive wheels.
  • Patent Document 1 as one aspect of a series hybrid vehicle, a first clutch for connecting and disconnecting between an internal combustion engine connected to a power generating motor and drive wheels, and a clutch between a drive motor and drive wheels is disclosed.
  • a second clutch that engages and disengages is provided, and switching between these two clutches allows switching between a series hybrid mode and an engine direct connection mode. In each mode, one clutch is engaged and the other clutch is disengaged. Therefore, for example, when switching from the engine direct connection mode to the series hybrid mode, synchronous control of the front and rear rotation speeds of the second clutch, which has been released until then, is performed, and when the rotation speeds are synchronized, the second clutch is engaged, and then the second clutch is engaged. After the torque is switched between the two drive sources to bring the transmission torque of the first clutch close to zero, the first clutch is released. In other words, switching control of the two clutches is performed sequentially.
  • a control method or control apparatus for a hybrid vehicle includes a first drive source, a second drive source, a first clutch for connecting and disconnecting between the first drive source and driving wheels, and the first drive source. 2, a second clutch that connects and disconnects between the drive source and the drive wheel, While the vehicle is running, a neutral mode in which both the first and second drive sources are disconnected from the drive wheels, and a parallel mode in which both the first and second drive sources are connected to the drive wheels;
  • first switching control for simultaneously performing synchronous control of the front-rear rotational speed of the first clutch and synchronous control of the front-rear rotational speed of the second clutch at the time of switching from the neutral mode to the parallel mode
  • second switching control for simultaneously performing, at least part of a period of time, a control to bring the transmission torque of the first clutch closer to zero and a control to bring the transmission torque of the second clutch closer to zero when switching from the parallel mode to the neutral mode; implements at least one of the two switching controls of
  • FIG. 1 is an explanatory diagram showing the configuration of a powertrain of an embodiment of a hybrid vehicle according to the present invention
  • FIG. 4 is a characteristic diagram showing the driving range of each driving mode with respect to vehicle speed and target driving force
  • FIG. 4 is an explanatory diagram showing torque transmission paths in a neutral mode
  • FIG. 4 is an explanatory diagram showing a torque transmission path in parallel mode
  • 4 is a flowchart showing control when switching from neutral mode to parallel mode
  • 4 is a flowchart showing control when switching from parallel mode to neutral mode
  • Time chart when switching from neutral mode to parallel mode Time chart when switching from parallel mode to neutral mode.
  • 4 is a flow chart showing control at the time of switching from the parallel mode to the neutral mode when no waiting spring mechanism is provided.
  • FIG. 1 is an explanatory diagram showing one configuration example of a powertrain of a hybrid vehicle to which the present invention is applied.
  • the present invention is applied to a four-wheel drive vehicle in which the rear wheels are driven by a motor, and two drive sources are provided as drive sources for the front wheels. And it is possible to choose whether to run only on the rear wheels or to run on four wheels.
  • a first drive source and a second drive source are provided as drive sources for the front wheels 1, and the first drive source includes an internal combustion engine 2 and a first motor generator 3 constantly interlocked with the internal combustion engine 2. .
  • the second drive source is composed of the second motor generator 4 .
  • the first motor generator 3 is a motor generator mainly for power generation
  • the second motor generator 4 is a motor generator mainly for running.
  • the rotating shaft of the first motor generator 3, which is the output shaft of the first drive source, is directly connected to the first input shaft 6 of the transfer 5.
  • the rotation shaft of the second motor generator 4 as the second drive source is directly connected to the second input shaft 7 of the transfer 5 .
  • the transfer 5 has an output shaft 10 connected to the front wheels 1, and the first input shaft 6 applies torque to the output shaft 10 via a gear train 8 and a first clutch 9 interposed in the gear train 8. configured to be communicable.
  • the second input shaft 7 is configured to transmit torque to the output shaft 10 via a gear train 11 and a second clutch 12 interposed in the gear train 11 .
  • Both the first clutch 9 and the second clutch 12 are dog clutches in which the gear selector is supported by the intermediate shaft 13. In one embodiment, they are provided with an actuator for moving the gear selector and a standby spring mechanism.
  • the gear train 8 includes a combination of two gears on the high side and the low side having different gear ratios. Since the selection of is not the main part of the present invention, hereinafter, simply "engagement" means that it is concluded with either one (for example, the high side).
  • a combination of two gears on the high side and the low side having different gear ratios is provided between the intermediate shaft 13 and the output shaft 10, and a third clutch 14 on the intermediate shaft 13 can is selected.
  • the selection of high and low is not the main part of the present invention, the following description assumes that one (for example, the high side) is always selected.
  • the first clutch 9 connects and disconnects the first drive source (the internal combustion engine 2 and the first motor generator 3) and the front wheels 1, and the second clutch 12 connects and disconnects the second motor generator, which is the second drive source. 4 and the front wheel 1 are cut and connected.
  • a third motor generator 16 is provided as a third drive source for driving the rear wheels 15, and this third motor generator 16 basically always interlocks with the rear wheels 15 via a gear train 17. .
  • the first, second and third motor generators 3, 4 and 16 are each connected to a battery 18 via an inverter device (not shown).
  • the hybrid vehicle of the embodiment includes a powertrain controller 21 that controls the entire powertrain in response to a driver's request or the like. , 16 are controlled. Further, the powertrain controller 21 controls the internal combustion engine 2 via an engine controller 23 and controls the clutches 9 , 12 , 14 in the transfer 5 via a transmission controller 24 .
  • FIG. 2 is a characteristic diagram showing regions of driving modes set using vehicle speed (horizontal axis) and target driving force (vertical axis) as parameters. It is roughly divided into a parallel mode of area (b), an ICE mode of area (c), and a series mode of area (d).
  • the switching control targeted by this embodiment is switching between the neutral mode (a) and the parallel mode (b) requiring a greater driving force than this.
  • the ICE mode (c) is a mode in which the output of the internal combustion engine 2 and the third motor generator 16 on the side of the rear wheels 15 are used for traveling, and the series mode (d) is the power generation of the first motor generator 3 to generate the second motor generator. 4 and the third motor generator 16 to drive the vehicle.
  • Fig. 3 is an explanatory diagram showing the torque transmission path in the neutral mode.
  • both the first clutch 9 and the second clutch 12 are released.
  • the third clutch 14 is arbitrary as described above, it is engaged on the high side, for example.
  • the front wheels 1 are therefore not driven.
  • the rear wheels 15 are driven by the third motor generator 16, thereby causing the vehicle to run.
  • the internal combustion engine 2 drives the first motor generator 3 , and the generated electric power is supplied to the battery 18 or the third motor generator 16 .
  • FIG. 4 is an explanatory diagram showing a torque transmission path in parallel mode.
  • both the first clutch 9 and the second clutch 12 are engaged, and the third clutch 14 is engaged, for example, on the high side.
  • the front wheels 1 are driven by both the first drive source (the internal combustion engine 2 and the first motor generator 3) and the second drive source (the second motor generator 4).
  • the rear wheels 15 are driven by the third motor generator 16 . Therefore, it becomes four-wheel-drive driving.
  • the first motor generator 3 in the first drive source is controlled to a relatively low level of regenerative state, and the overall first drive source combined with the output of the internal combustion engine 2 provides a positive driving force.
  • such neutral mode and parallel mode are switched during running according to, for example, an increase or decrease in the target driving force (required driving force). It is desirable that such switching has high responsiveness.
  • the acceleration responsiveness of the vehicle becomes insufficient unless the driving mode switching is completed in a short period of time.
  • both the first clutch 9 and the second clutch 12 are switched from the released state to the engaged state. Since the first clutch 9 and the second clutch 12 are dog clutches, this switching is performed by synchronously controlling their front and rear rotational speeds and operating the actuators at the synchronized stage. Synchronous control of the front and rear rotational speeds of the first clutch 9 is performed using the first motor generator 3 . Synchronous control of the front and rear rotation speeds of the second clutch 12 is performed using the second motor generator 4 .
  • two synchronous controls are started simultaneously on condition that the electric power of the battery 18 is sufficient in order to improve the responsiveness of driving mode switching. If the power is insufficient, the two synchronous controls are performed sequentially to avoid a transient power drop due to the overlapping of the two synchronous controls.
  • both the first clutch 9 and the second clutch 12 are switched from the engaged state to the released state. This switching is performed by bringing the transmission torque of each of the first clutch 9 and the second clutch 12 close to zero.
  • the first clutch 9 and the second clutch 12 are provided with a wait spring mechanism, if the actuator is switched to the release side, the wait spring mechanism automatically releases the clutch when the transmitted torque becomes almost zero.
  • the first motor generator 3 is used to control the transmission torque of the first clutch 9 to be close to zero.
  • the second motor generator 4 is used to control the transmission torque of the second clutch 12 to be close to zero. In this embodiment, two controls are started at the same time in order to improve the responsiveness of driving mode switching.
  • the first clutch 9 and the second clutch 12 are abbreviated as “CL1” and “CL2”, respectively, and 4.
  • the third motor generator 16 is abbreviated as "MG1”, “MG2”, and “MG3”, respectively.
  • the internal combustion engine 2 is abbreviated as "ICE”.
  • step 3 it is determined whether or not the power that can be output from the battery 18 is at a sufficient level.
  • the criterion of step 3 is set, for example, to 1/2 of the electric power required to simultaneously perform synchronous control of the front and rear rotational speeds of the two clutches 9 and 12 .
  • step 4 synchronous control of the front and rear rotation speeds of the first clutch 9 and the second clutch 12 is started simultaneously. As described above, the first motor generator 3 and the second motor generator 4 are used, respectively.
  • step 5 it is determined whether each synchronization is completed at the same time.
  • step 10 it is determined in step 10 whether or not the synchronization of the front and rear rotation speeds of the second clutch 12 has been completed first. If YES in step 10, the second clutch 12 is engaged (step 11), and the completion of synchronization of the front and rear rotation speeds of the first clutch 9 is waited (step 12). After the synchronization is completed, the first clutch 9 is engaged (step 13), and then the torque is changed (step 14).
  • step 10 If NO in step 10, the first clutch 9 is engaged (step 15), and then the completion of synchronization of the front and rear rotation speeds of the second clutch 12 is waited (step 16). After the synchronization is completed, the second clutch 12 is engaged (step 17), and then the torque is changed (step 18).
  • step 3 When it is determined in step 3 that the power is insufficient, proceed to step 19 and after, and perform the two synchronous controls in sequence.
  • the second motor generator 4 is used to start the synchronous control of the front and rear rotation speeds of the second clutch 12 (step 19).
  • step 20 When the synchronization is completed (step 20), the second clutch 12 is engaged (step 21), and the necessary torque is changed (step 22).
  • the first motor generator 3 is used to start the synchronous control of the front and rear rotational speeds of the first clutch 9 (step 23).
  • step 24 the first clutch 9 is engaged (step 25), and the necessary torque is changed (step 26).
  • the time chart in FIG. 7 shows an example of switching from neutral mode to parallel mode.
  • this is an example in which the processing proceeds in the order of step 1 ⁇ step 2 ⁇ step 3 ⁇ step 4 ⁇ step 5 ⁇ step 7 ⁇ step 8 ⁇ step 9.
  • FIG. 7 from the upper column, in order, the running mode, the number of rotations (rotation speed) before and after the second clutch 12, the position of the second clutch 12 (disengagement/engagement), the number of rotations (rotation speed) before and after the first clutch 9 ), the position of the first clutch 9 (disengagement/engagement), the control mode of the first motor generator 3 and the second motor generator 4 (revolution control or torque control), the internal combustion engine 2 and the first and second 2 and torques of the third motor generators 3, 4 and 16, respectively.
  • the current running mode and the required running mode are described in the running mode column.
  • the neutral mode is shown at the bottom of the figure, and the parallel mode is shown at the top.
  • the column for the position of the first clutch 9 and the column for the position of the second clutch 12 describe the position of the actuator and the actual position of the gear selector. .
  • the lower column indicates torque control
  • the upper column indicates rotational speed control. Also, in the column showing torque, the value above zero indicates power running, and the value below zero indicates regeneration.
  • the first motor generator 3 is in the power running state during the period from t1 to t2 in which the synchronous control is performed, but it may be in the regenerative state depending on the conditions.
  • step 31 When a switch command to the neutral mode is received while traveling in the parallel mode (step 31), the actuators of the first clutch 9 and the second clutch 12 are simultaneously moved to the release position (step 32). Since the first clutch 9 and the second clutch 12 have the waiting spring mechanism as described above, the gear selector does not actually move even if the actuator is released while the transmission torque is acting. becomes almost 0, the gear selector naturally moves and the clutches 9 and 12 are released.
  • step 33 torque replacement is started. Specifically, the torque of the first drive source (the internal combustion engine 2 and the first motor generator 3) is gradually reduced so that the transmission torque of the first clutch 9 approaches zero. The torque of the second motor generator 4, which is the second drive source, is gradually reduced so as to approach zero. The torque of the third motor generator 16 is gradually increased so that the driving force of the entire vehicle is maintained.
  • the torque of the first drive source the internal combustion engine 2 and the first motor generator 3
  • the torque of the second motor generator 4 which is the second drive source
  • the torque of the third motor generator 16 is gradually increased so that the driving force of the entire vehicle is maintained.
  • the position of the gear selector of the dog clutch may be detected by a sensor, or the clutch release may be detected from a torque change or the like.
  • step 35 it is determined whether both the first clutch 9 and the second clutch 12 are released at the same time. If they are released at the same time, the torques of the first, second and third motor generators 3, 4 and 16 are immediately set to their respective target torques (step 36). After shifting to the neutral mode, the target torque of the second motor generator 4 is zero, the target torque of the first motor generator 3 is a negative value for power generation, and the target torque of the third motor generator 16 is the torque necessary for running. positive value. When each reaches the target torque, a series of mode switching processing is completed (step 37).
  • step 39 the torque of the second motor generator 4 is immediately set to the target torque, that is, zero, and this second The torque of the third motor generator 16 is increased in a stepwise manner so as to offset the torque step accompanying the disengagement of the second clutch 12 .
  • step 40 wait for the first clutch 9 to be released (step 40), and when the first clutch 9 is released, set the torque of the first motor generator 3 and the torque of the third motor generator 16 to the above-mentioned target torques (step 40). step 41). When each reaches the target torque, a series of mode switching processing is completed (step 37).
  • step 42 the torque of the first motor generator 3 is immediately set to the target torque (negative value for power generation). ), and the torque of the third motor generator 16 is increased in a stepwise manner so as to offset the torque step due to the disengagement of the first clutch 9 .
  • step 43 wait until the second clutch 12 is released (step 43), and when the second clutch 12 is released, set the torque of the second motor generator 4 and the torque of the third motor generator 16 to the above-mentioned target torques (step 43). step 44). When each reaches the target torque, a series of mode switching processing is completed (step 37).
  • the time chart in FIG. 8 shows an example of switching from parallel mode to neutral mode. More specifically, in the flowchart of FIG. 6, this is an example in which the processing proceeds in the order of step 31 ⁇ step 32 ⁇ step 33 ⁇ step 34 ⁇ step 35 ⁇ step 38 ⁇ step 39 ⁇ step 40 ⁇ step 41 ⁇ step 37. FIG. In other words, this is an example in which the second clutch 12 is released before the first clutch 9 is released.
  • a command is issued to switch from the parallel mode to the neutral mode, and the actuators of the first clutch 9 and the second clutch 12 are switched to the release side.
  • the first motor-generator 3 and the second motor-generator 4 are used to start controlling the transmission torque of the first clutch 9 and the second clutch 12 to approach zero.
  • the third motor generator 16 gradually increases so as to maintain the driving force of the entire vehicle. Note that the first motor generator 3 and the second motor generator 4 are torque-controlled.
  • the second clutch 12 is released first, and the torque of the second motor generator 4 becomes zero.
  • the torque of the third motor-generator 16 is increased stepwise in order to cancel out the torque step.
  • control to bring the transmission torque of the first clutch 9 closer to zero and the control to bring the transmission torque of the second clutch 12 closer to zero are started simultaneously, and both are executed in parallel for at least a part of the period. , the responsiveness of the driving mode switching from the parallel mode to the neutral mode is improved.
  • step 51 when a command to switch to the neutral mode is received while traveling in parallel mode (step 51), torque replacement is started in step 52.
  • the torque of the first drive source (the internal combustion engine 2 and the first motor generator 3) is gradually reduced so that the transmission torque of the first clutch 9 approaches zero.
  • the torque of the second motor generator 4, which is the second drive source is gradually reduced so as to approach zero.
  • the torque of the third motor generator 16 is gradually increased so that the driving force of the entire vehicle is maintained.
  • each clutch 9, 12 As the transmission torque of each clutch 9, 12 approaches zero in this way, the transmission torque of the first clutch 9 or the second clutch 12 becomes less than the predetermined torque (G1, G2) set for each. It is repeatedly determined whether or not (step 53).
  • each of the predetermined torques G1 and G2 is set so that the acceleration (G) of the vehicle that occurs when each clutch is released is at a level that does not give the passenger a sense of discomfort.
  • step 54 it is determined whether both the transmission torques of the first clutch 9 and the second clutch 12 have simultaneously become less than the predetermined torques G1 and G2. At the same time, when the torque becomes less than the predetermined torque, the process proceeds to step 55, and the actuator of the first clutch 9 is controlled to the release position. After confirming that the transmission torque of the second clutch 12 is less than the predetermined torque G2 (step 56), the actuator of the second clutch 12 is controlled to the release position (step 57).
  • the gear selector moves and is released according to the operation of the actuator. At each disengagement, the transmitted torque is sufficiently reduced, so the shock to the vehicle is small. By disengaging the first clutch 9 first, a relatively large amount of electric power is ensured by the first motor generator 3 .
  • step 58 If the transmission torque of the first clutch 9 first becomes less than the predetermined torque G1 (NO in step 54, YES in step 58), the process proceeds to step 55 in the same manner as described above, and the actuator of the first clutch 9 is moved to the release position. Control. Next, it waits until the transmission torque of the second clutch 12 becomes less than the predetermined torque G2 (step 56), and when it becomes less than the predetermined torque G2, the actuator of the second clutch 12 is controlled to the released position (step 57). .
  • the time chart of FIG. 10 shows an example in which the transmission torque of the first clutch 9 first becomes less than the predetermined torque. Specifically, in the flowchart of FIG. 9, this is an example in which the process proceeds in the order of step 51 ⁇ step 52 ⁇ step 53 ⁇ step 54 ⁇ step 58 ⁇ step 55 ⁇ step 56 ⁇ step 57.
  • FIG. 10 shows an example in which the transmission torque of the first clutch 9 first becomes less than the predetermined torque. Specifically, in the flowchart of FIG. 9, this is an example in which the process proceeds in the order of step 51 ⁇ step 52 ⁇ step 53 ⁇ step 54 ⁇ step 58 ⁇ step 55 ⁇ step 56 ⁇ step 57.
  • the transmission torque of the first clutch 9 becomes less than the predetermined torque G1, and the actuator of the first clutch 9 is controlled to the release position.
  • the torque of the first motor generator 3 becomes a negative value, which is the target torque.
  • the torque of the third motor generator 16 is increased stepwise at the same time in order to offset the torque step.
  • the transmission torque of the second clutch 12 becomes less than the predetermined torque G2, and the actuator of the second clutch 12 is controlled to the release position.
  • the torque of the second motor generator 4 becomes 0, which is the target torque.
  • the torque of the third motor generator 16 is increased stepwise at the same time in order to offset the torque step.
  • control to bring the transmission torque of the first clutch 9 closer to zero and the control to bring the transmission torque of the second clutch 12 closer to zero are started simultaneously, and both are executed in parallel for at least a part of the period. , the responsiveness of the driving mode switching from the parallel mode to the neutral mode is improved.
  • the present invention is not limited to the above embodiment, and various modifications are possible.
  • a four-wheel drive vehicle in which the rear wheels 15 are driven by the third motor generator 16 has been described as an example.
  • the present invention is not limited to four-wheel drive vehicles.

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Abstract

第１駆動源（内燃機関（２）および第１モータジェネレータ（３））と、第２駆動源（第２モータジェネレータ（４））と、第１クラッチ（９）と、第２クラッチ（１２）と、を備える。ニュートラルモードでは、第１，第２クラッチ（９，１２）が解放状態であり、第１モータジェネレータ（３）の発電により第３モータジェネレータ（１６）が後輪（１５）を駆動する。パラレルモードでは、第１，第２クラッチ（９，１２）が締結状態であり、第１，第２駆動源が前輪（１）を駆動し、第３モータジェネレータ１６が後輪（１５）を駆動する。ニュートラルモードからパラレルモードへの切換時に、バッテリ電力が十分にあれば２つのクラッチ（９，１２）の前後回転速度の同期制御を同時に行う。バッテリ電力が不十分であれば、２つの同期制御を順次に行う。

Description

ハイブリッド車両の制御方法および制御装置
　この発明は、第１駆動源および第２駆動源と、これら駆動源と駆動輪との間の断・接を行う２つのクラッチと、を備え、車両の走行中に、第１，第２駆動源の双方が駆動輪から切り離されたニュートラルモードと、第１，第２駆動源の双方が駆動輪に接続されたパラレルモードと、の間での切換が可能なハイブリッド車両に関する。
　特許文献１には、シリーズハイブリッド車の一態様として、発電用モータに接続された内燃機関と駆動輪との間の断・接を行う第１クラッチと、走行用モータと駆動輪との間の断・接を行う第２クラッチと、を備え、これら２つのクラッチの切換によりシリーズハイブリッドモードとエンジン直結モードとに切り換えられるようにした構成が開示されている。各々のモードでは一方のクラッチが締結状態となり他方のクラッチが解放状態となる。そのため、例えばエンジン直結モードからシリーズハイブリッドモードへの切換は、それまで解放状態にある第２クラッチの前後回転速度の同期制御を行い、回転速度が同期したときに第２クラッチを締結し、次に２つの駆動源の間のトルクの架け替えを行って第１クラッチの伝達トルクをゼロに近付けた後に、第１クラッチを解放することとなる。つまり、２つのクラッチの切換制御を順次に行っている。
　このように、２つのクラッチの切換制御を順次に行うと、モード切換の応答性が低いものとなる。
特開２０２０－１３１８８０号公報
　この発明に係るハイブリッド車両の制御方法ないし制御装置は、第１駆動源と、第２駆動源と、上記第１駆動源と駆動輪との間の断・接を行う第１クラッチと、上記第２駆動源と上記駆動輪との間の断・接を行う第２クラッチと、を備え、
　車両の走行中に、上記第１，第２駆動源の双方が上記駆動輪から切り離されたニュートラルモードと、上記第１，第２駆動源の双方が上記駆動輪に接続されたパラレルモードと、の間での切換が可能なハイブリッド車両において、
　上記ニュートラルモードから上記パラレルモードへの切換時に上記第１クラッチの前後回転速度の同期制御と上記第２クラッチの前後回転速度の同期制御とを少なくとも一部期間同時に行う第１の切換制御と、上記パラレルモードから上記ニュートラルモードへの切換時に上記第１クラッチの伝達トルクをゼロに近付ける制御と上記第２クラッチの伝達トルクをゼロに近付ける制御とを少なくとも一部期間同時に行う第２の切換制御と、の２つの切換制御の少なくとも一方を実施する。
　このように２つのクラッチの切換制御を少なくとも一部期間同時に行うことで、モード切換の応答性が高くなる。
この発明に係るハイブリッド車両の一実施例のパワートレインの構成を示す説明図。 車速と目標駆動力に対する各走行モードの運転領域を示した特性図。 ニュートラルモードでのトルク伝達経路を示す説明図。 パラレルモードでのトルク伝達経路を示す説明図。 ニュートラルモードからパラレルモードへの切換時の制御を示すフローチャート。 パラレルモードからニュートラルモードへの切換時の制御を示すフローチャート。 ニュートラルモードからパラレルモードへの切換時のタイムチャート。 パラレルモードからニュートラルモードへの切換時のタイムチャート。 待ちバネ機構を具備しない場合のパラレルモードからニュートラルモードへの切換時の制御を示すフローチャート。 待ちバネ機構を具備しない場合のパラレルモードからニュートラルモードへの切換時のタイムチャート。
　以下、この発明の一実施例を図面に基づいて詳細に説明する。図１は、この発明が適用されるハイブリッド車両のパワートレインの一構成例を示した説明図である。この実施例は、後輪をモータ駆動する形式の四輪駆動車に本発明を適用したものであり、前輪側の駆動源として２つの駆動源を備えている。そして、後輪のみで走行するか、四輪で走行するかが選択可能となっている。
　すなわち、前輪１の駆動源として、第１駆動源と第２駆動源とを備えており、第１駆動源は、内燃機関２とこの内燃機関２に常時連動する第１モータジェネレータ３とを含む。第２駆動源は、第２モータジェネレータ４からなる。第１モータジェネレータ３は主に発電用となるモータジェネレータであり、第２モータジェネレータ４は主に走行用となるモータジェネレータである。第１駆動源の出力軸である第１モータジェネレータ３の回転軸は、トランスファー５の第１入力軸６に直結されている。第２駆動源である第２モータジェネレータ４の回転軸は、トランスファー５の第２入力軸７に直結されている。
　トランスファー５は、前輪１に接続される出力軸１０を有し、第１入力軸６は、ギア列８および当該ギア列８の中に介在する第１クラッチ９を介して出力軸１０にトルクを伝達可能なように構成されている。第２入力軸７は、ギア列１１および当該ギア列１１の中に介在する第２クラッチ１２を介して出力軸１０にトルクを伝達可能なように構成されている。第１クラッチ９および第２クラッチ１２は、いずれも、ギアセレクタが中間軸１３に支持されたドグクラッチであり、一実施例では、ギアセレクタを動かすためのアクチュエータと待ちバネ機構とを具備している。なお、図示例では、ギア列８がギア比の異なるハイ側とロー側の２つのギアの組み合わせを含んでおり、第１クラッチ９はいずれか一方と選択的に締結されるが、ハイとローの選択は本発明の要部ではないので、以下では、いずれか一方（例えばハイ側）と締結されることを単に「締結」とする。
　また同様に図示例では、中間軸１３と出力軸１０との間にギア比の異なるハイ側とロー側の２つのギアの組み合わせを備えており、中間軸１３上の第３クラッチ１４によっていずれかが選択される。しかし、ハイとローの選択は本発明の要部ではないので、以下では、一方（例えばハイ側）が常に選択されているものとして説明する。
　従って、第１クラッチ９は、第１駆動源（内燃機関２および第１モータジェネレータ３）と前輪１との間を断・接し、第２クラッチ１２は、第２駆動源である第２モータジェネレータ４と前輪１との間を断・接することとなる。
　また図示例では、後輪１５を駆動する第３駆動源として第３モータジェネレータ１６を備えており、この第３モータジェネレータ１６は、ギア列１７を介して後輪１５に基本的に常に連動する。
　第１，第２，第３モータジェネレータ３，４，１６は、それぞれ、図示しないインバータ装置を介してバッテリ１８に接続されている。実施例のハイブリッド車両においては、運転者の要求等に応じてパワートレイン全体の制御を行うパワートレインコントローラ２１を備えており、このパワートレインコントローラ２１がモータコントローラ２２を介して各モータジェネレータ３，４，１６の制御を行う。さらに、パワートレインコントローラ２１は、エンジンコントローラ２３を介して内燃機関２を制御し、変速機コントローラ２４を介してトランスファー５における各クラッチ９，１２，１４を制御する。
　図２は、車速（横軸）と目標駆動力（縦軸）とをパラメータとして設定される走行モードの領域を示した特性図であり、図示するように、領域（ａ）のニュートラルモードと、領域（ｂ）のパラレルモードと、領域（ｃ）のＩＣＥモードと、領域（ｄ）のシリーズモードと、に大別される。本実施例が対象とする切換制御は、ニュートラルモード（ａ）とこれよりも大きな駆動力が要求されるパラレルモード（ｂ）との間の切換である。
　なお、ＩＣＥモード（ｃ）は内燃機関２の出力と後輪１５側の第３モータジェネレータ１６とを用いて走行するモード、シリーズモード（ｄ）は第１モータジェネレータ３の発電によって第２モータジェネレータ４と第３モータジェネレータ１６とを駆動して走行するモード、である。
　図３は、ニュートラルモードにおけるトルク伝達経路を示す説明図である。このニュートラルモードにおいては、第１クラッチ９および第２クラッチ１２の双方が解放状態にある。なお、第３クラッチ１４は前述したように任意であるが、例えばハイ側に締結されている。従って、前輪１は駆動されていない。他方、後輪１５が第３モータジェネレータ１６によって駆動され、これによって車両が走行する。
　また内燃機関２が第１モータジェネレータ３を駆動しており、発電された電力がバッテリ１８ないし第３モータジェネレータ１６に供給される。
　図４は、パラレルモードにおけるトルク伝達経路を示す説明図である。このパラレルモードにおいては、第１クラッチ９および第２クラッチ１２の双方が締結状態にあり、第３クラッチ１４は例えばハイ側に締結されている。これにより、第１駆動源（内燃機関２および第１モータジェネレータ３）と第２駆動源（第２モータジェネレータ４）との双方によって前輪１が駆動される。同時に、後輪１５が第３モータジェネレータ１６によって駆動される。従って、四輪駆動走行となる。なお、第１駆動源の中の第１モータジェネレータ３は、比較的低いレベルの回生状態に制御され、内燃機関２の出力と合わせた第１駆動源全体としては正の駆動力となる。
　このようなニュートラルモードとパラレルモードとは、図２から明らかなように、例えば目標駆動力（要求駆動力）の増減に伴って走行中に切り換えられる。このような切換は応答性が高いことが望ましい。特に、運転者がアクセルペダルを踏み込んだことによりニュートラルモードからパラレルモードへ移行する場合に、走行モードの切換が短時間で完了しないと、車両の加速応答性が不十分となる。
　ニュートラルモードからパラレルモードへの切換では、第１クラッチ９および第２クラッチ１２の双方が解放状態から締結状態へと切り換えられることとなる。この切換は、第１クラッチ９および第２クラッチ１２がドグクラッチであることから、各々の前後回転速度を同期制御し、同期した段階でアクチュエータを動作させることにより行う。第１クラッチ９の前後回転速度の同期制御は、第１モータジェネレータ３を利用して行う。第２クラッチ１２の前後回転速度の同期制御は、第２モータジェネレータ４を利用して行う。本実施例では、走行モード切換の応答性向上のために、バッテリ１８の電力が十分であることを条件として２つの同期制御を同時に開始する。電力が不十分である場合は、２つの同期制御が重なることによる過渡的な電力低下を回避するために、２つの同期制御を順次に行う。
　パラレルモードからニュートラルモードへの切換では、第１クラッチ９および第２クラッチ１２の双方が締結状態から解放状態へと切り換えられることとなる。この切換は、第１クラッチ９および第２クラッチ１２の各々の伝達トルクをゼロに近付けることにより行う。第１クラッチ９および第２クラッチ１２が待ちバネ機構を具備する場合は、アクチュエータを解放側に切り換えておけば、その後、伝達トルクがほぼゼロとなった段階で待ちバネ機構により自然に解放状態となる。第１クラッチ９の伝達トルクをゼロに近付ける制御は、第１モータジェネレータ３を利用して行う。第２クラッチ１２の伝達トルクをゼロに近付ける制御は、第２モータジェネレータ４を利用して行う。本実施例では、走行モード切換の応答性向上のために、２つの制御を同時に開始する。
　次に、図５のフローチャートに従って、走行中にニュートラルモードからパラレルモードへ切り換えるときの制御の流れを説明する。
　なお、図５等のフローチャートおよび図７等のタイムチャートの中では、第１クラッチ９、第２クラッチ１２をそれぞれ「ＣＬ１」、「ＣＬ２」と略記し、第１モータジェネレータ３、第２モータジェネレータ４、第３モータジェネレータ１６をそれぞれ「ＭＧ１」、「ＭＧ２」、「ＭＧ３」と略記する。また内燃機関２は「ＩＣＥ」と略記する。
　ニュートラルモードで走行中にパラレルモードへの切換指令を受けたら、パラレルモードへのモード切換を開始する（ステップ１，２）。初めにステップ３でバッテリ１８から出力可能な電力が十分なレベルにあるかどうかを判定し、ＮＯであればステップ１９へ進み、ＹＥＳであればステップ４以降へ進む。ステップ３の判定基準は、例えば２つのクラッチ９，１２の前後回転速度の同期制御を同時に行うのに必要な電力の１／２に設定される。
　ステップ４では、第１クラッチ９および第２クラッチ１２の前後回転速度の同期制御を、同時に開始する。前述したように、それぞれ、第１モータジェネレータ３と第２モータジェネレータ４とを用いて行う。次に、ステップ５において、各々の同期が同時に完了したかどうかを判定する。
　２つの同期が同時に完了した場合は、第２クラッチ１２を先に締結し、次いで第１クラッチ９を締結する（ステップ６，７）。第２クラッチ１２の締結を先行させることで、第１モータジェネレータ３による発電量が多く得られることとなる。なお、同時に両者を締結させるとトルク変動によるショックが大きくなり、好ましくない。これらの２つのクラッチ９，１２の締結が完了したら、第１モータジェネレータ３と第２モータジェネレータ４と第３モータジェネレータ１６との間でトルクの架け替えを行う（ステップ８）。つまり、各々のトルクを徐々に変化させて最終的にパラレルモードにおける各々の目標トルクとする。このトルクの架け替えが完了したら、一連のモード切換の処理の完了となる（ステップ９）。
　ステップ５でＮＯであれば、ステップ１０において第２クラッチ１２の前後回転速度の同期の方が先に完了したかどうかを判定する。ステップ１０でＹＥＳであれば、第２クラッチ１２を締結（ステップ１１）した上で、第１クラッチ９の前後回転速度の同期の完了を待つ（ステップ１２）。同期が完了したら第１クラッチ９を締結し（ステップ１３）、その後、トルクの架け替えを行う（ステップ１４）。
　ステップ１０でＮＯであれば、第１クラッチ９を締結（ステップ１５）した上で、第２クラッチ１２の前後回転速度の同期の完了を待つ（ステップ１６）。同期が完了したら第２クラッチ１２を締結し（ステップ１７）、その後、トルクの架け替えを行う（ステップ１８）。
　つまり、同時に開始した２つの同期制御においていずれか一方の同期が先に完了したときは、完了した方のクラッチ締結を先に行う。これにより、不要な待ち時間が生じない。
　ステップ３で電力が不十分と判定したときは、ステップ１９以降へ進み、２つの同期制御を順次に行う。最初に第２モータジェネレータ４を用いて第２クラッチ１２の前後回転速度の同期制御を開始する（ステップ１９）。同期が完了（ステップ２０）したら、第２クラッチ１２を締結し（ステップ２１）、必要なトルクの架け替えを行う（ステップ２２）。
　次に第１モータジェネレータ３を用いて第１クラッチ９の前後回転速度の同期制御を開始する（ステップ２３）。同期が完了（ステップ２４）したら、第１クラッチ９を締結し（ステップ２５）、必要なトルクの架け替えを行う（ステップ２６）。
　このように、電力が不十分で２つの同期制御を順次に行う場合は、第２クラッチ１２の同期・締結を第１クラッチ９よりも先に行う。これにより、第１モータジェネレータ３による発電量を相対的に大きく確保できる。
　図７のタイムチャートは、ニュートラルモードからパラレルモードへの切換の一例を示している。詳しくは、図５のフローチャートにおいて、ステップ１→ステップ２→ステップ３→ステップ４→ステップ５→ステップ７→ステップ８→ステップ９の順に処理が進んだ場合の例である。つまり、２つの同期制御が同時に開始し、かつ２つの同期が同時に完了した例である。
　図７では、上欄から順に、走行モード、第２クラッチ１２の前後の回転数（回転速度）、第２クラッチ１２の位置（解放・締結）、第１クラッチ９の前後の回転数（回転速度）、第１クラッチ９の位置（解放・締結）、第１モータジェネレータ３および第２モータジェネレータ４の制御モード（回転数制御であるかトルク制御であるか）、内燃機関２および第１，第２，第３モータジェネレータ３，４，１６のトルク、をそれぞれ示している。走行モードの欄には、現在の走行モードと要求の走行モードとが記載されており、図の下方がニュートラルモード、上方がパラレルモードである。第１クラッチ９の位置の欄および第２クラッチ１２の位置の欄には、アクチュエータの位置と実際のギアセレクタの位置とが記載されており、図の下方が解放位置、上方が締結位置である。第１モータジェネレータ３および第２モータジェネレータ４の制御モードを示す欄では、下方がトルク制御、上方が回転数制御であることを示す。また、トルクを示す欄では、ゼロの値よりも上方は力行であり、下方は回生である。
　図７の例では、時間ｔ１においてニュートラルモードからパラレルモードへの切換が指令され、同時に、第１モータジェネレータ３および第２モータジェネレータ４を用いた第１クラッチ９および第２クラッチ１２の前後回転速度の同期制御が開始する。なお、第１モータジェネレータ３および第２モータジェネレータ４は、回転数制御される。
　時間ｔ２において第１クラッチ９および第２クラッチ１２の双方の同期が同時に完了したため、前述したように、先に第２クラッチ１２の締結が行われる。第２クラッチ１２の締結後、時間ｔ３において第１クラッチ９の締結が行われる。そして、第１クラッチ９の締結後、時間ｔ４から時間ｔ５の間で、第１，第２，第３モータジェネレータ３，４，１６の間の必要なトルクの架け替えが行われる。当初のニュートラルモードでは、第３モータジェネレータ１６による後輪１５の駆動によって車両が走行する。切換後のパラレルモードでは、第１駆動源（内燃機関２および第１モータジェネレータ３）と第２駆動源（第２モータジェネレータ４）とによって前輪１が駆動され、かつ第３モータジェネレータ１６によって後輪１５が駆動される。
　このように２つの同期制御を同時に並行して行うことにより、走行モード切換の応答性が高くなる。特に車両の目標駆動力の増加に伴うニュートラルモードからパラレルモードへの切換にあっては、車両の加速応答性が向上する。
　なお、図７の例では、同期制御を行う時間ｔ１～ｔ２の区間で第１モータジェネレータ３が力行状態となっているが、条件によっては回生状態となることもあり得る。
　次に、図６のフローチャートに従って、走行中にパラレルモードからニュートラルモードへ切り換えるときの制御の流れを説明する。パラレルモードで走行中にニュートラルモードへの切換指令を受けたら（ステップ３１）、第１クラッチ９および第２クラッチ１２のアクチュエータを同時に解放位置に動かす（ステップ３２）。第１クラッチ９および第２クラッチ１２は前述したように待ちバネ機構を具備しているので、伝達トルクが作用している下ではアクチュエータを解放しても実際にはギアセレクタは動かず、伝達トルクがほぼ０となったときに自然にギアセレクタが移動して、クラッチ９，１２が解放状態となる。
　次にステップ３３においてトルクの架け替えを開始する。詳しくは、第１クラッチ９の伝達トルクがゼロに近付くように第１駆動源（内燃機関２および第１モータジェネレータ３）のトルクを徐々に低下させ、同様に、第２クラッチ１２の伝達トルクがゼロに近付くように第２駆動源である第２モータジェネレータ４のトルクを徐々に低下させる。なお、車両全体の駆動力が維持されるように第３モータジェネレータ１６のトルクは徐々に増加させる。
　このように各クラッチ９，１２の伝達トルクをゼロに近付けていく中で、第１クラッチ９もしくは第２クラッチ１２が実際に解放したかどうかを判定する（ステップ３４）。なお、クラッチ解放の検出としては、ドグクラッチのギアセレクタの位置をセンサで検出するようにしてもよく、あるいは、トルク変化等からクラッチ解放を検出するようにしてもよい。
　次のステップ３５では、第１クラッチ９および第２クラッチ１２の双方が同時に解放したか判定する。同時に解放となっていれば、第１，第２，第３モータジェネレータ３，４，１６のトルクを直ちにそれぞれの目標トルクとする（ステップ３６）。なお、ニュートラルモードに移行した後は、第２モータジェネレータ４の目標トルクはゼロ、第１モータジェネレータ３の目標トルクは発電のための負の値、第３モータジェネレータ１６の目標は走行に必要な正の値、となる。各々が目標トルクに達した段階で一連のモード切換の処理の完了となる（ステップ３７）。
　第２クラッチ１２が先に解放状態となった場合（ステップ３５でＮＯ、ステップ３８でＹＥＳ）は、ステップ３９へ進み、直ちに第２モータジェネレータ４のトルクを目標トルクつまりゼロにするとともに、この第２クラッチ１２の解放に伴うトルク段差を相殺するように第３モータジェネレータ１６のトルクをステップ的に増加させる。
　その後、第１クラッチ９が解放状態となるのを待ち（ステップ４０）、第１クラッチ９が解放したら、第１モータジェネレータ３のトルクおよび第３モータジェネレータ１６のトルクを上述した目標トルクにする（ステップ４１）。各々が目標トルクに達した段階で一連のモード切換の処理の完了となる（ステップ３７）。
　第１クラッチ９が先に解放状態となった場合（ステップ３５でＮＯ、ステップ３８でＮＯ）は、ステップ４２へ進み、直ちに第１モータジェネレータ３のトルクを目標トルク（発電のための負の値）にするとともに、この第１クラッチ９の解放に伴うトルク段差を相殺するように第３モータジェネレータ１６のトルクをステップ的に増加させる。
　その後、第２クラッチ１２が解放状態となるのを待ち（ステップ４３）、第２クラッチ１２が解放したら、第２モータジェネレータ４のトルクおよび第３モータジェネレータ１６のトルクを上述した目標トルクにする（ステップ４４）。各々が目標トルクに達した段階で一連のモード切換の処理の完了となる（ステップ３７）。
　図８のタイムチャートは、パラレルモードからニュートラルモードへの切換の一例を示している。詳しくは、図６のフローチャートにおいて、ステップ３１→ステップ３２→ステップ３３→ステップ３４→ステップ３５→ステップ３８→ステップ３９→ステップ４０→ステップ４１→ステップ３７の順に処理が進んだ場合の例である。つまり、第２クラッチ１２が第１クラッチ９よりも先に解放状態となった例である。
　図８の例では、時間ｔ１においてパラレルモードからニュートラルモードへの切換が指令され、第１クラッチ９および第２クラッチ１２のアクチュエータが解放側に切り換えられる。同時に、第１モータジェネレータ３および第２モータジェネレータ４を用いて第１クラッチ９および第２クラッチ１２の伝達トルクをゼロに近付ける制御が開始される。第３モータジェネレータ１６は、車両全体の駆動力を維持するように徐々に増加する。なお、第１モータジェネレータ３および第２モータジェネレータ４は、トルク制御される。
　時間ｔ２において第２クラッチ１２が先に解放状態となり、第２モータジェネレータ４のトルクがゼロとなる。トルク段差を相殺するために、同時に、第３モータジェネレータ１６のトルクがステップ的に増加する。
　その後、時間ｔ３において第２クラッチ１２が解放状態となり、第１モータジェネレータ３のトルクが目標トルクである負の値となる。このときもトルク段差を相殺するために、同時に、第３モータジェネレータ１６のトルクがステップ的に増加する。最終的に、時間ｔ４において、モード切換が完了する。
　このように、第１クラッチ９の伝達トルクをゼロに近付ける制御と第２クラッチ１２の伝達トルクをゼロに近付ける制御とを同時に開始し、少なくとも一部期間で両者が並行して実行されることで、パラレルモードからニュートラルモードへの走行モード切換の応答性が高くなる。
　次に、第１クラッチ９および第２クラッチ１２が待ちバネ機構を具備しない第２の実施例におけるパラレルモードからニュートラルモードへの切換時の制御を、図９のフローチャートおよび図１０のタイムチャートを参照して説明する。
　図９のフローチャートにおいて、パラレルモードで走行中にニュートラルモードへの切換指令を受けたら（ステップ５１）、ステップ５２においてトルクの架け替えを開始する。詳しくは、第１クラッチ９の伝達トルクがゼロに近付くように第１駆動源（内燃機関２および第１モータジェネレータ３）のトルクを徐々に低下させ、同様に、第２クラッチ１２の伝達トルクがゼロに近付くように第２駆動源である第２モータジェネレータ４のトルクを徐々に低下させる。なお、車両全体の駆動力が維持されるように第３モータジェネレータ１６のトルクは徐々に増加させる。
　このように各クラッチ９，１２の伝達トルクをゼロに近付けていく中で、第１クラッチ９もしくは第２クラッチ１２の伝達トルクが各々に対して設定された所定トルク（Ｇ１，Ｇ２）未満となったかどうかを繰り返し判定する（ステップ５３）。ここで、各々の所定トルクＧ１，Ｇ２は、各クラッチが解放したときに生じる車両の加速度（Ｇ）が乗員に違和感を与えないレベルとなるように設定される。
　次のステップ５４では、第１クラッチ９および第２クラッチ１２の伝達トルクの双方が同時に所定トルクＧ１，Ｇ２未満となったか判定する。同時に所定トルク未満となった場合は、ステップ５５へ進み、第１クラッチ９のアクチュエータを解放位置に制御する。次いで、第２クラッチ１２の伝達トルクが所定トルクＧ２未満となっていることを確認（ステップ５６）した上で、第２クラッチ１２のアクチュエータを解放位置に制御する（ステップ５７）。
　第１クラッチ９および第２クラッチ１２は待ちバネ機構を具備しないので、アクチュエータの動作に応じてギアセレクタが動き、解放される。それぞれの解放時には、伝達トルクが十分に低下しているので、車両に生じるショックは小さい。なお、第１クラッチ９を先に解放することで、第１モータジェネレータ３による発電量が相対的に大きく確保される。
　第１クラッチ９の伝達トルクが先に所定トルクＧ１未満となった場合（ステップ５４でＮＯ、ステップ５８でＹＥＳ）は、上記と同様にステップ５５へ進み、第１クラッチ９のアクチュエータを解放位置に制御する。次いで、第２クラッチ１２の伝達トルクが所定トルクＧ２未満となるのを待ち（ステップ５６）、所定トルクＧ２未満となった段階で、第２クラッチ１２のアクチュエータを解放位置に制御する（ステップ５７）。
　第２クラッチ１２の伝達トルクが先に所定トルクＧ２未満となった場合（ステップ５４でＮＯ、ステップ５８でＮＯ）は、第２クラッチ１２のアクチュエータを解放位置に制御（ステップ５９）した上で、第１クラッチ９の伝達トルクが所定トルクＧ１未満となるのを待つ（ステップ６０）。所定トルクＧ１未満となった段階で、第１クラッチ９のアクチュエータを解放位置に制御する（ステップ６１）。
　図１０のタイムチャートは、第１クラッチ９の伝達トルクが先に所定トルク未満となった場合の例を示している。詳しくは、図９のフローチャートにおいて、ステップ５１→ステップ５２→ステップ５３→ステップ５４→ステップ５８→ステップ５５→ステップ５６→ステップ５７の順に処理が進んだ場合の例である。
　図１０の例では、時間ｔ１においてパラレルモードからニュートラルモードへの切換が指令され、第１モータジェネレータ３および第２モータジェネレータ４を用いて第１クラッチ９および第２クラッチ１２の伝達トルクをゼロに近付ける制御が同時に開始される。第３モータジェネレータ１６は、車両全体の駆動力を維持するように徐々に増加する。なお、第１モータジェネレータ３および第２モータジェネレータ４は、トルク制御される。
　時間ｔ２において第１クラッチ９の伝達トルクが所定トルクＧ１未満となり、第１クラッチ９のアクチュエータが解放位置に制御される。時間ｔ３において第１クラッチ９の解放を検知したら、第１モータジェネレータ３のトルクが目標トルクである負の値となる。なお、図示例では、トルク段差を相殺するために、同時に、第３モータジェネレータ１６のトルクをステップ的に増加させている。
　その後、時間ｔ４において第２クラッチ１２の伝達トルクが所定トルクＧ２未満となり、第２クラッチ１２のアクチュエータが解放位置に制御される。時間ｔ５において第２クラッチ１２の解放を検知したら、第２モータジェネレータ４のトルクが目標トルクである０となる。なお、図示例では、トルク段差を相殺するために、同時に、第３モータジェネレータ１６のトルクをステップ的に増加させている。最終的に、時間ｔ６において、モード切換が完了する。
　このように、第１クラッチ９の伝達トルクをゼロに近付ける制御と第２クラッチ１２の伝達トルクをゼロに近付ける制御とを同時に開始し、少なくとも一部期間で両者が並行して実行されることで、パラレルモードからニュートラルモードへの走行モード切換の応答性が高くなる。
　以上、この発明の一実施例を詳細に説明したが、この発明は上記実施例に限定されるものではなく、種々の変更が可能である。例えば上記実施例では後輪１５を第３モータジェネレータ１６で駆動する四輪駆動車を例に説明したが、上述したニュートラルモードとパラレルモードとの間の切換は、例えばニュートラルモードでコースティング走行を行う場合にも適用でき、従って本発明は四輪駆動車に限定されるものではない。

Claims (12)

  1. 　第１駆動源と、第２駆動源と、上記第１駆動源と駆動輪との間の断・接を行う第１クラッチと、上記第２駆動源と上記駆動輪との間の断・接を行う第２クラッチと、を備え、
    　車両の走行中に、上記第１，第２駆動源の双方が上記駆動輪から切り離されたニュートラルモードと、上記第１，第２駆動源の双方が上記駆動輪に接続されたパラレルモードと、の間での切換が可能なハイブリッド車両において、
    　上記ニュートラルモードから上記パラレルモードへの切換時に上記第１クラッチの前後回転速度の同期制御と上記第２クラッチの前後回転速度の同期制御とを少なくとも一部期間同時に行う第１の切換制御と、上記パラレルモードから上記ニュートラルモードへの切換時に上記第１クラッチの伝達トルクをゼロに近付ける制御と上記第２クラッチの伝達トルクをゼロに近付ける制御とを少なくとも一部期間同時に行う第２の切換制御と、の２つの切換制御の少なくとも一方を実施する、
    　ハイブリッド車両の制御方法。
  2. 　上記第１の切換制御においては、上記第１駆動源に含まれる第１モータジェネレータの制御によって上記第１クラッチの前後回転速度の同期制御を行い、上記第２駆動源に含まれる第２モータジェネレータの制御によって上記第２クラッチの前後回転速度の同期制御を行う、
    　請求項１に記載のハイブリッド車両の制御方法。
  3. 　バッテリ電力が相対的に高い場合に２つの同期制御を少なくとも一部期間同時に行い、バッテリ電力が相対的に低い場合には２つの同期制御を順次に行う、
    　請求項２に記載のハイブリッド車両の制御方法。
  4. 　２つの同期制御を少なくとも一部期間同時に行う場合は、先に同期が完了したクラッチを先に締結する、請求項２または３に記載のハイブリッド車両の制御方法。
  5. 　２つの同期制御において両者の同期が同時に完了した場合は、上記第２クラッチを先に締結する、請求項４に記載のハイブリッド車両の制御方法。
  6. 　バッテリ電力が相対的に低く２つの同期制御を順次に行う場合は、上記第２クラッチ側の同期制御および締結を先に行う、請求項３に記載のハイブリッド車両の制御方法。
  7. 　上記第２の切換制御においては、上記第１クラッチの伝達トルクをゼロに近付ける制御と上記第２クラッチの伝達トルクをゼロに近付ける制御とを同時に開始する、
    　請求項１に記載のハイブリッド車両の制御方法。
  8. 　上記第１クラッチおよび上記第２クラッチがアクチュエータとともに待ちバネ機構を有する場合には、各々の伝達トルクをゼロに近付ける制御の開始と同時に各アクチュエータを解放側へ動作させる、請求項７に記載のハイブリッド車両の制御方法。
  9. 　上記第１クラッチおよび上記第２クラッチが待ちバネ機構を具備せずにアクチュエータによって動作する場合には、伝達トルクが各クラッチ毎に設定された所定トルク未満となったときに当該クラッチを解放する、請求項７に記載のハイブリッド車両の制御方法。
  10. 　上記第１クラッチと上記第２クラッチとで伝達トルクが同時に各々の所定トルク未満となった場合は、上記第１クラッチを先に解放する、請求項９に記載のハイブリッド車両の制御方法。
  11. 　ハイブリッド車両が、第２の駆動輪を駆動する第３モータジェネレータを備えており、
    　上記第１クラッチが解放されたときおよび上記第２クラッチが解放されたときに、クラッチ解放に伴うトルク段差を相殺するように上記第３モータジェネレータのトルクをステップ的に増加させる、請求項８～１０のいずれかに記載のハイブリッド車両の制御方法。
  12. 　第１駆動源と、第２駆動源と、上記第１駆動源と駆動輪との間の断・接を行う第１クラッチと、上記第２駆動源と上記駆動輪との間の断・接を行う第２クラッチと、を備え、
    　車両の走行中に、上記第１，第２駆動源の双方が上記駆動輪から切り離されたニュートラルモードと、上記第１，第２駆動源の双方が上記駆動輪に接続されたパラレルモードと、の間での切換を行うハイブリッド車両の制御装置であって、
    　上記ニュートラルモードから上記パラレルモードへの切換時に上記第１クラッチの前後回転速度の同期制御と上記第２クラッチの前後回転速度の同期制御とを少なくとも一部期間同時に行う第１の切換制御と、上記パラレルモードから上記ニュートラルモードへの切換時に上記第１クラッチの伝達トルクをゼロに近付ける制御と上記第２クラッチの伝達トルクをゼロに近付ける制御とを少なくとも一部期間同時に行う第２の切換制御と、２つの切換制御の少なくとも一方を実施する、
    　ハイブリッド車両の制御装置。
PCT/JP2021/011126 2021-03-18 2021-03-18 ハイブリッド車両の制御方法および制御装置 WO2022195810A1 (ja)

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