JP5012190B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle including an electric motor having a rotating shaft directly connected to a crankshaft of the engine in addition to the engine as a drive source, and more particularly, in such a hybrid vehicle, charging of a battery during idling is performed. The present invention relates to a technique for performing efficiently by an electric motor.

  A hybrid vehicle that includes an electric motor as a driving source in addition to the engine and in which the engine crankshaft and the rotating shaft of the electric motor are directly connected is generally known as a parallel hybrid vehicle.

 In such a hybrid vehicle, the electric motor is configured to be able to operate as either a motor or a generator, and charging of a battery for supplying electric power to the electric motor is performed using the electric motor as a generator. It can be performed by supplying electric power generated by the operation. Charging of the battery by the electric motor is performed not only at the time of driving traveling but also at idle time, and by operating the electric motor as a generator while maintaining the rotation speed of the electric motor by controlling the rotation speed of the engine, Generate power.

Although not related to a hybrid vehicle, there are the following techniques for avoiding energy consumption by the torque converter during idling in a vehicle equipped with an automatic transmission having a torque converter. When idling is not performed during idling in the drive range, the frictional engagement force of a clutch (forward clutch) provided in the automatic transmission is reduced to suppress energy loss by the torque converter (Patent Document 1). .
JP 2002-029289 A (paragraph numbers 0020 to 0022)

  The above technique can contribute to reduction of fuel consumption by suppressing energy loss during idling. However, this is not intended for a hybrid vehicle. In the hybrid vehicle, when trying to charge a battery when idling (in other words, when trying to operate an electric motor as a generator during idling). It does not assume energy loss due to the torque converter. The hybrid vehicle has a characteristic that good power generation efficiency cannot be obtained unless the rotational speed of the electric motor is high to some extent, so that the frictional engagement force of the clutch is simply reduced during charging of the battery during idling or power generation by the electric motor. However, there is a problem that the power generation efficiency of the electric motor is low due to the low rotation speed due to idling, and charging and the like cannot be performed efficiently.

  In consideration of such a problem, an object of the present invention is to provide a hybrid vehicle that can efficiently generate power by an electric motor during idling.

  It is another object of the present invention to provide a hybrid vehicle that can efficiently generate power with an electric motor, particularly for charging a battery during idling.

A hybrid vehicle according to the present invention is interposed between an engine, an electric motor having a rotating shaft directly connected to a crankshaft of the engine, the engine and the electric motor, and a drive shaft of the hybrid vehicle. A transmission for transmitting drive torque generated by a motor to a drive shaft at a predetermined speed ratio, a transmission having a clutch having a variable torque capacity when transmitting the drive torque, and an engine A control unit for controlling the electric motor and the transmission. Here, the control unit determines whether or not a predetermined idle condition is satisfied, and determines whether or not a power generation request for the electric motor is generated when the predetermined idle condition is satisfied. When the power generation request is generated, detects an operation amount of the presence or the brake of the brake operation by the driver, the torque capacity of the clutch during the subsequent power demand is maintained, there are no braking operation, or a small first capacitor than prior establishment of the idle condition when the operation amount of the detected brake is small, reduces the small second capacitance than the first capacitor in otherwise Rutotomoni The engine speed is increased in response to the determination that the power generation request has occurred.

  According to the present invention, when a predetermined idle condition is satisfied and a power generation request is generated for the electric motor, the torque capacity of the clutch while the power generation request is maintained is smaller than that before the idle condition is satisfied. By setting to, the load on the engine during power generation can be reduced, and if the transmission has a torque converter, energy loss due to the torque converter can be suppressed. Further, in response to the determination that the power generation request has occurred, it is possible to operate the electric motor under conditions of high power generation efficiency while reducing the load on the engine by increasing the rotational speed of the engine. Therefore, the battery can be charged efficiently.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 shows a configuration of a drive system of a hybrid vehicle according to an embodiment of the present invention.

  The hybrid vehicle according to the present embodiment is a parallel hybrid vehicle, and includes an engine 1 that is an internal combustion engine and an electric motor (hereinafter referred to as “motor generator”) 2 as drive sources.

  The motor generator 2 can be operated as either a motor or a generator. The engine 1 and the motor generator 2 are in a state in which the crankshaft of the engine 1 and the rotation shaft of the motor generator 2 are coaxially connected to each other, and drive torque is generated only by either the engine 1 or the motor generator 2. The driving torque can be generated by both the engine 1 and the motor generator 2. The motor generator 2 is an AC motor and operates with an AC current supplied with the battery 3 as a power source. When the motor generator 2 is operated as a motor, the direct current from the battery 3 is converted into an alternating current by the inverter 4 and supplied to the motor generator 2. On the other hand, when the motor generator 2 is operated as a generator, the alternating current generated by the motor generator 2 is converted into a direct current by the inverter 4 and supplied to the battery 3. In this way, the battery 3 can be charged both when the hybrid vehicle is running and when it is stopped by operating the motor generator 2 as a generator. In FIG. 1, for convenience of explanation, the main body of the motor generator 2 is indicated by a two-dot chain line, and the relationship between the rotor 21 and the stator 22 and the rotating shaft 23 is shown as the internal structure.

  An automatic transmission 5 having a torque converter 51 is provided on the output side of the motor generator 2, and driving torque generated by the engine 1 and the motor generator 2 is transmitted through the automatic transmission 5 to a predetermined speed. It is configured to be transmitted to the drive shaft 6 by a ratio. The automatic transmission 5 has a built-in forward clutch 52 configured as a multi-plate clutch, and the hybrid vehicle can be advanced by fastening the forward clutch 52 during forward movement. In the present embodiment, the forward clutch 52 is configured such that the torque capacity when transmitting the drive torque to the drive shaft 6 is variable. The torque capacity is controlled by adjusting the hydraulic pressure (hereinafter referred to as “clutch hydraulic pressure”) acting on a clutch piston (not shown), and the friction plates constituting the multi-plate clutch are pressed against each other by the clutch piston. A torque capacity corresponding to the hydraulic pressure is formed. The clutch hydraulic pressure is adjusted by an actuator 521 configured as a linear solenoid valve based on a signal from the control unit 101 described later.

  The drive torque after the shift by the automatic transmission 5 is transmitted to the left and right drive wheels 8a and 8b via the drive shaft 6 and the differential 7 to propel the hybrid vehicle.

  An electronic control unit (corresponding to “control unit”, hereinafter referred to as “ECM”) 101 constitutes a control device for this hybrid vehicle. The ECM 101 outputs these command signals to the engine 1, the motor generator 2 (specifically, the inverter 4) and the transmission 5 (including the actuator 521 of the forward clutch 52). The ECM 101 includes a detection signal from the accelerator sensor 151 for detecting the amount of operation of the accelerator pedal by the driver as a signal relating to the driving conditions of the hybrid vehicle, the rotation speed of the motor generator 2 (the number of rotations per unit time is as follows: A detection signal from the rotational speed sensor 152 for detecting “motor rotation speed”, a signal from the brake switch 153 that outputs an ON signal while the brake pedal is depressed, and a signal on the input side of the forward clutch 52. As the rotational speed, a detection signal from the rotational speed sensor 154 for detecting the rotational speed of the output shaft of the torque converter 51 (hereinafter referred to as “clutch input rotational speed” as the rotational speed per unit time), Rotational speed on the output side (hereinafter referred to as “clutch output rotational speed”). Detection signal from the rotation speed sensor 155 for detecting, and the detection signal from the current sensor 156 for detecting the remaining capacity of the battery 3 is input to. The remaining capacity of the battery 3 can be calculated by integrating current values detected by the current sensor 156 when the battery 3 is charged and discharged.

  The ECM 101 executes predetermined calculations based on various input signals and controls the engine 1 and the like. In particular, the ECM 101 determines whether or not there is a charge request for the battery 3. When there is a charge request, the ECM 101 operates the motor generator 2 as a generator under the control of the inverter 4 to charge the battery 3. In addition to the fact that the remaining capacity of the battery 3 is low and the condition such as not during acceleration is satisfied, there is a charge request, and there is during deceleration (during deceleration regeneration) with the accelerator pedal fully returned In some cases, there is a charge request. In the present embodiment, in addition to these conditions, when it is necessary to charge the battery 3 when the vehicle stops, there is a charge request.

  Hereinafter, the operation of the ECM 101 according to the present embodiment will be described with reference to flowcharts.

  FIG. 2 shows a flowchart of a basic routine of control (hereinafter referred to as “idle power generation control”) performed when the ECM 101 is idle, in particular, when the ECM 101 is stopped, particularly when the ECM 101 is stopped.

  The ECM 101 determines whether or not a predetermined idle condition regarding a hybrid vehicle is established as a condition for performing idle power generation control. In the present embodiment, it is assumed that the idle condition is satisfied when the accelerator pedal is fully returned and the vehicle speed VSP is equal to or lower than a predetermined value. The vehicle speed VSP is substituted with a value calculated based on the clutch output speed Nout and the gear ratio. When the idle condition is satisfied and the idle stop of the engine 1 is prohibited or delayed, the idle power generation control is started. When the idle stop is executed, this control is not performed, and the control shifts to a control for determining whether the idle stop cancellation condition is satisfied.

  In S101, it is determined whether the power generation correction mode is set. When the power generation correction mode is set, the process proceeds to S102, and when it is not set, the process proceeds to S111. The power generation correction mode is set when it is determined in step S111 described later that a power generation request (idle power generation request) has occurred assuming that there is a charge request for the battery 3.

  In S102, it is determined whether or not the start preparation mode is set. When the start preparation mode is set, the process proceeds to S110, and when it is not set, the process proceeds to S103. The start preparation mode is set when it is determined that there is a start request based on the operation amount of the accelerator pedal or the like by the process of S108 described later.

  In S103, it is determined whether the brake pedal is depressed based on the brake switch signal SWTb. When it is depressed, the process proceeds to S106, and when it is not depressed, the process proceeds to S104. Whether or not the brake pedal is depressed can be determined not only by a brake switch configured as a contact sensor but also by a brake pedal force sensor.

  In S104, the clutch hydraulic pressure Pc is reduced to the first hydraulic pressure Pc1. The first hydraulic pressure Pc1 is a value smaller than the clutch hydraulic pressure Pc0 before the idle condition is satisfied, as a torque capacity of the forward clutch 52 is reduced more than before the idle condition is satisfied (before the start of this routine). (FIG. 9). In this embodiment, in order to suppress energy loss due to the torque converter 51, the clutch hydraulic pressure Pc is reduced to the first hydraulic pressure Pc1 as the idle condition is established. Pc is not changed. Note that the clutch hydraulic pressure Pc may be further reduced by setting the power generation correction mode.

  In S105, the point a (FIG. 5) on the low speed side is selected as the operating point of the engine 1. The setting of the operating point a (and b, which will be described later) will be described in detail later. The engine speeds NE1 and NE2 at the operating points a and b are both normal during idling before the power generation correction mode is set. It is set to a value larger than the engine speed Nidl.

  In S106, the clutch hydraulic pressure Pc is reduced to a second hydraulic pressure Pc2 that is smaller than the first hydraulic pressure Pc1. In the present embodiment, by setting the second hydraulic pressure Pc2 to 0, the clutch 52 is released when the brake pedal is depressed. Note that the clutch hydraulic pressure Pc1 when the brake pedal is not depressed is set to a relatively large value by the processing of S104, thereby preventing the occurrence of delay due to the engagement operation when starting immediately after the vehicle stops. Yes.

  In S107, the point b (FIG. 5) on the higher rotation side than the operating point a is selected as the operating point of the engine 1.

  In S108, it is determined whether a start request has occurred. When a start request is generated, the process proceeds to S109, and when it is not generated, this routine is terminated without going through S109. The determination as to whether or not a start request has occurred is made based on the amount of operation of the accelerator pedal, and it is determined that the start request has occurred upon release of the idle condition due to depression of the accelerator pedal.

  In S109, a start preparation mode is set.

  In S110, start control is executed according to the flowchart shown in FIG.

  In S111, it is determined whether there is an idle power generation request. If there is an idle power generation request, the process proceeds to S112, and if not, the routine is terminated without going through S112.

  In S112, the power generation correction mode is set. When the power generation correction mode is set, in the subsequent routine, the battery 3 is charged by the processing of S103 to S107 until the start preparation mode is set.

  FIG. 3 shows a flowchart of the start control routine.

  In S201, the frictional engagement force of the forward clutch 52 is increased by gradually increasing the clutch hydraulic pressure Pc. In this case, the forward clutch 52 is engaged from the state where the engine rotational speed NE is increased for power generation. When the frictional engagement force is suddenly increased, the rotational speed of the motor generator 2 is controlled. There is a risk that torque suppression may occur due to insufficient suppression. In this embodiment, the clutch hydraulic pressure Pc is increased by this routine more slowly than in the case where a start request is made at a time other than when the power generation correction mode is set (in other words, the speed of torque capacity change). To reduce the occurrence of torque shock exceeding the design tolerance.

  In S202, the operating point of the engine 1 is changed to set the engine torque Te to 0, and the fuel supply to the engine 1 is stopped.

  In S203, the rotational speed control of the motor generator 2 is executed. While calculating the target drive torque of the vehicle (torque transmitted to the drive shaft 6) according to driving conditions such as the amount of operation of the accelerator pedal, the amount of loss corresponding to the torque capacity of the forward clutch 52 with respect to this target drive torque To calculate the target torque tT on the output side of the torque converter 51. Based on the calculated tT, the target rotational speed tNM of the motor generator 2 is calculated by the following equation, and the power generation torque of the motor generator 2 is controlled so that the actual motor rotational speed NM approaches the calculated tNM. In the following equation, the torque capacity τ and the torque ratio RT of the torque converter 51 are shown in FIG. 4 according to the rotational speed ratio e (= Nc1 / NM) between the input side and the output side in the torque converter 51. Calculate by searching from the table.

tNM = √ (tT / τ × RT) (1)
In S204, it is determined whether or not the engagement of the forward clutch 52 has been completed. The clutch input rotation speed Nc1 and the clutch output rotation speed Nc2 are compared, and it is determined that the engagement has been completed when the difference between them is equal to or less than a predetermined value.

  In S205, the power generation correction mode is canceled.

  In S206, the fuel supply to the engine 1 is resumed, and the engine torque Te corresponding to the operating conditions is generated.

  Next, setting of the operating points a and b will be described with reference to FIGS.

  5 and 6 show the characteristics relating to the efficiency of the engine 1 and the motor generator 2 in relation to the rotational speed and the torque. As seen on the iso-output line, the engine 1 has a low efficiency ηe in the low rotation and high rotation regions (FIG. 5), while the motor generator 2 has a high efficiency ηm in the high rotation region and the low rotation side. There is a characteristic of being low in the region (FIG. 6).

  FIG. 7 shows the characteristics obtained on the equal output lines of the engine 1 and the motor generator 2 as energy loss. The engine 1 is indicated by a solid line A, and the motor generator 2 is indicated by a solid line B. The overall efficiency of the engine 1 and the motor generator 2 can be shown as a solid line C in consideration of energy loss (indicated by a one-dot chain line Z) due to the torque converter 51 and the forward clutch 52, and is most efficient during idling. The operating point at which power can be generated can be set as the operating point in the region R or in the vicinity thereof. In a state where the forward clutch 52 is released, the region R is further defined on the high rotation side.

  FIG. 8 shows the operating points a and b when the clutch hydraulic pressure Pc is reduced (S105 in FIG. 2) and when the forward clutch 52 is released (S107). Since the region R in which high efficiency is obtained for each of the hydraulic pressure reduction and the clutch release is determined, the engine speed NE1, NE2 in the region R is extracted from the iso-output line for each condition, and the operating point a , B. As described above, the operating point b when the clutch is released is set to a higher rotation side than the operating point a when the hydraulic pressure is reduced.

  Next, the contents of the above control will be further described with reference to the time chart shown in FIG.

  When the idle condition is satisfied due to the accelerator pedal being returned or the like (time t0), the clutch hydraulic pressure Pc is reduced to the first hydraulic pressure Pc1, and the engine speed NE is maintained at a predetermined idle speed Nidl. When the remaining capacity of the battery 3 is sufficient and the battery 3 does not need to be charged, idle stop is executed without performing idle power generation control, and the engine 1 is stopped.

  After the idle condition is established, it is determined that an idle power generation request has occurred (time t1), assuming that there is a charge request due to the low remaining capacity of the battery 3, and a power generation correction mode is set. Power generation is performed. In the power generation correction mode, the engine rotational speed NE is increased to the rotational speed NE1 at the operating point a, and power generation is performed at a rotational speed higher than the idle rotational speed Nidl. When it is detected that the brake switch is turned on and the brake pedal is depressed while the power generation correction mode is set (time t2), the clutch hydraulic pressure Pc is reduced to the second hydraulic pressure Pc2, and the forward clutch 52 is released. Then, the engine rotational speed NE is increased to the rotational speed NE2 at the operating point b. Since the forward clutch 52 is disengaged and the load from the drive shaft 6 side is eliminated, slippage of the torque converter 51 is settled, so that the clutch input rotational speed Nc1 also increases and substantially matches the engine rotational speed NE.

  When the brake pedal is returned (time t3), the clutch oil pressure Pc is returned to the first oil pressure Pc1, and the engine speed NE is also returned to the speed NE1 before the clutch is released. Thereafter, when the accelerator pedal is depressed (time t4), the start preparation mode is set, the fuel supply to the engine 1 is stopped, the output torque TE is set to 0, and the clutch hydraulic pressure Pc is gradually increased at a moderate speed. Will be increased.

  In the start preparation mode, the engine torque TE is reduced to zero. As the clutch hydraulic pressure Pc rises, the motor generator 2 rotational speed control increases the power generation torque TM of the motor generator 2 (a negative torque, the magnitude of which is represented by an absolute value), thereby increasing the clutch input rotational speed. Nc1 and the clutch output rotational speed Nc2 are quickly matched to avoid a delay in starting due to the time required to engage the forward clutch 52. When the engagement of the forward clutch 52 is completed (time t5), sufficient acceleration is ensured by generating the engine torque TE. The idle power generation request is canceled when a predetermined release condition is satisfied, such as the remaining capacity of the battery 3 has reached a predetermined value (time t7), and the power generation by the motor generator 2 is terminated.

  According to this embodiment, the following effects can be obtained.

  In the present embodiment, when power is generated by the motor generator 2 during idling, the engine speed NE is reduced to the normal engine speed (during idling) while maintaining the low clutch hydraulic pressure Pc and reducing the torque capacity of the forward clutch 52. It was decided to increase the engine speed from the idling speed Nidl). As a result, at the time of power generation by the motor generator 2, the motor generator 2 can be operated under highly efficient conditions while suppressing energy loss by the torque converter 51, and the battery 3 can be charged efficiently.

  In the above, the clutch hydraulic pressure Pc is reduced by the establishment of the idle condition, and the clutch hydraulic pressure Pc is not changed before and after the setting of the power generation correction mode. However, not limited to this, in response to the setting of the power generation correction mode. The clutch hydraulic pressure (first hydraulic pressure Pc1) before setting may be further reduced. In FIG. 9, the change in the clutch hydraulic pressure Pc in this case is indicated by a one-dot chain line A. Further, the clutch hydraulic pressure Pc can be reduced by setting the power generation correction mode in addition to being reduced when the idle condition is established. The change in this case is indicated by a two-dot chain line B.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. Flow chart of basic routine for idle power generation control Start control routine flowchart Explanatory drawing showing operating characteristics of torque converter Explanatory diagram showing engine operating efficiency Explanatory diagram showing power generation efficiency of motor generator Explanatory diagram of system energy loss due to engine, motor generator and both Illustration of operating points during power generation Time chart showing the contents of idle power generation control

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator as "electric motor", 3 ... Battery, 4 ... Inverter, 5 ... Automatic transmission, 51 ... Torque converter, 52 ... Forward clutch as "clutch", 521 ... Clutch piston control valve , 6 ... drive shaft, 7 ... differential, 8a, 8b ... drive wheel, 101 ... electronic control unit as "control unit", 151 ... accelerator sensor, 152 ... motor speed sensor, 153 ... brake switch, 154 ... clutch input Rotation speed sensor, 155 ... Clutch output rotation speed sensor, 156 ... Battery current sensor.

Claims (8)

Engine,
An electric motor having a rotating shaft directly connected to the crankshaft of the engine;
A transmission that is interposed between the engine and the electric motor and a drive shaft of a vehicle, and transmits the drive torque generated by the engine and the electric motor to the drive shaft at a predetermined speed ratio, A transmission having a clutch configured to have a variable torque capacity when transmitting drive torque;
A control unit for controlling the engine, the electric motor and the transmission, and a hybrid vehicle comprising:
The control unit is
Determine whether a predetermined idle condition is satisfied,
When the predetermined idle condition is satisfied, determine whether a power generation request for the electric motor has occurred,
After the generation request is generated, the presence or absence of the brake operation by the driver or the amount of operation of the brake is detected, and the torque capacity of the clutch while the generation request is maintained is detected as to whether there is no brake operation. When the brake operation amount is small, the first capacity is reduced to a value smaller than that before the idle condition is satisfied , and in other cases, the second capacity is reduced to be smaller than the first capacity. A hybrid vehicle that increases the rotational speed of the engine in response to a determination that a request has occurred. The hybrid vehicle according to claim 1, wherein the control unit reduces the torque capacity of the clutch in response to the determination that the power generation request has occurred. A battery configured to be rechargeable by the electric motor,
The control unit is
Detecting the remaining capacity of the battery;
The hybrid vehicle according to claim 1, wherein whether or not the power generation request has occurred is determined based on the detected remaining battery capacity. The control unit, when switching the torque capacity of the clutch from the first capacity to the second capacity based on the presence or absence of the brake operation or the change in the operation amount of the brake, changes the rotational speed of the engine to the torque capacity. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is further increased from a rotational speed before switching . The hybrid vehicle according to claim 1, wherein the control unit releases the clutch by reducing a torque capacity of the clutch to the second capacity . At the time of departure after the power generation request occurs while stopping,
The control unit is
While gradually increasing the torque capacity of the clutch toward the torque capacity after clutch engagement,
Setting a target rotational speed of the electric motor according to the torque capacity of the clutch for propelling the vehicle;
The hybrid vehicle according to claim 1, wherein the rotational speed of the electric motor is controlled based on a set target rotational speed . At the time of departure after the power generation request occurs while stopping,
The control unit reduces the speed of torque capacity change when the torque capacity of the clutch is increased to the torque capacity after the clutch is engaged than the speed of torque capacity change when starting other than after the generation request is generated. The hybrid vehicle according to claim 1 . Engine,
An electric motor having a rotating shaft directly connected to the crankshaft of the engine;
A transmission that is interposed between the engine and the electric motor and a drive shaft of a vehicle, and transmits the drive torque generated by the engine and the electric motor to the drive shaft at a predetermined speed ratio, A control device for controlling a hybrid vehicle including a transmission having a clutch configured to variably have a torque capacity when transmitting drive torque,
Means for determining whether or not a predetermined idle condition is satisfied;
Means for determining whether or not a power generation request for the electric motor has occurred when the predetermined idle condition is satisfied;
Means for detecting the presence or absence of the brake operation by the driver or the amount of operation of the brake after the generation request is generated;
The torque capacity of the clutch while the power generation request is maintained is set to a first capacity smaller than that before the idle condition is satisfied when there is no brake operation or when the detected brake operation amount is small. In other cases, means for reducing to a second capacity smaller than the first capacity;
Means for increasing the rotational speed of the engine in response to the determination that the power generation request has occurred.

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