WO2013035730A1 - ハイブリッド車両の制御装置および制御方法 - Google Patents
ハイブリッド車両の制御装置および制御方法 Download PDFInfo
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- WO2013035730A1 WO2013035730A1 PCT/JP2012/072578 JP2012072578W WO2013035730A1 WO 2013035730 A1 WO2013035730 A1 WO 2013035730A1 JP 2012072578 W JP2012072578 W JP 2012072578W WO 2013035730 A1 WO2013035730 A1 WO 2013035730A1
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- Prior art keywords
- speed
- hybrid vehicle
- power
- shift
- electric motor
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- B60L2240/62—Vehicle position
- B60L2240/622—Vehicle position by satellite navigation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
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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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/54—Energy consumption estimation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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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
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a hybrid vehicle having an internal combustion engine and an electric motor capable of generating electricity as a power source, and having a speed change mechanism capable of transmitting input power to drive wheels in a state where the input power is changed at any one of a plurality of speed stages.
- the present invention relates to a control device and a control method.
- Patent Document 1 As a control device for this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known.
- This vehicle includes an internal combustion engine as a power source, and the power of the internal combustion engine is shifted at any one of a plurality of shift speeds by a transmission mechanism and transmitted to drive wheels of the vehicle.
- the control device predicts whether or not the current gear position is changed from the current gear position to another gear speed and the original gear position is restored while the vehicle is running. Then, when it is predicted that the original shift speed is to be restored, a shift required time that is a time from the original shift speed to the return to the original gear speed is calculated. Further, as a fuel consumption consumed by the internal combustion engine until the calculated shift required time elapses, a first fuel consumption when assuming that the shift stage is held without changing to another shift stage; The second fuel consumption amount is calculated when it is assumed that the original gear position is restored. Then, in order to obtain good fuel efficiency of the internal combustion engine, it is determined whether or not the gear position can be changed based on the comparison result between the calculated first fuel consumption amount and the second fuel consumption amount.
- This hybrid vehicle travel mode includes an ENG travel mode using only an internal combustion engine as a power source, an EV travel mode using only an electric motor, and an HEV travel mode using both the internal combustion engine and the electric motor.
- the hybrid vehicle also includes a first transmission mechanism having first, third, and fifth speeds, and a second transmission mechanism having second, fourth, and sixth speeds. ing.
- the power of the internal combustion engine (hereinafter referred to as “engine power”) is changed at one of the first to sixth speeds by the first or second speed change mechanism, and is transmitted to the drive wheels.
- the power (hereinafter referred to as “motor power”) is shifted by one of the second speed, the fourth speed and the sixth speed by the second speed change mechanism and transmitted to the drive wheels.
- the ENG traveling mode in which the regeneration by the electric motor and the battery is used together is selected, the second speed stage or the first speed stage is selected as the engine power shift stage, and the motor power shift stage is selected. Second gear is selected. Further, the minimum fuel consumption torque at which the fuel consumption rate of the internal combustion engine is the lowest is set as the target torque of the internal combustion engine based on the rotational speed of the internal combustion engine determined by the selected gear speed of the engine power and the rotational speed of the drive wheel. Then, the internal combustion engine is operated so that the calculated target torque is obtained, and electric power is generated by the electric motor using the surplus of the target torque with respect to the required torque, and the generated electric power is charged in the battery.
- a hybrid vehicle having an internal combustion engine and an electric motor capable of generating electricity as a power source
- the fuel consumption rate of the internal combustion engine increases due to a low load on the internal combustion engine
- only the electric motor is used to improve the fuel consumption of the vehicle. It is done.
- the power of the internal combustion engine is controlled so as to obtain the minimum fuel consumption rate, and the power of the internal combustion engine controlled in this way is larger than the required driving force required for the drive wheels.
- electric power is generated by the electric motor, and the generated electric power is charged in the battery (regeneration).
- regeneration is performed by the electric motor using the power of the driving wheels during the deceleration traveling of the hybrid vehicle. Increasing the amount of charge of the battery while the vehicle is traveling or decelerating increases the traveling period of the vehicle using only the electric motor as a power source, which in turn leads to improved fuel efficiency of the hybrid vehicle.
- the electric power charged in the battery is converted into the power of the electric motor and used as the driving force of the hybrid vehicle in the EV traveling mode and the HEV traveling mode. For this reason, in order to improve the fuel consumption of the hybrid vehicle, it is desirable to maintain the charged state of the battery so that the EV driving mode and the like can be appropriately selected. Further, the charging efficiency of the battery varies depending on the gear position.
- the gear speed of the engine power is set to the first gear or the second gear, and the motor power is set.
- the gear stage is only set to the second speed stage.
- the target torque of the internal combustion engine is set to the minimum fuel consumption torque, and the surplus of the target torque with respect to the required torque is distributed to regeneration by the electric motor.
- This surplus torque is regenerated as electric energy through power generation and charging of the battery by the motor, and in the subsequent EV driving mode and HEV driving mode, discharge from the battery and conversion to mechanical energy by the motor are performed. After that, it is used as the driving force of the hybrid vehicle. For this reason, the efficiency in these processes affects the fuel consumption rate of the hybrid vehicle as a whole, and consequently the fuel consumption.
- the fuel consumption rate of the internal combustion engine is minimized only by setting the target torque of the internal combustion engine to the minimum fuel consumption torque and distributing the surplus of the target torque with respect to the required torque to the motor.
- the fuel consumption rate of the entire hybrid vehicle is not necessarily minimized, and the best fuel consumption may not be obtained.
- the present invention has been made to solve the first problem, and can appropriately determine the amount of change in gear position based on a predicted amount of charge, thereby obtaining a larger amount of charge.
- the first object is to provide a control device and a control method for a hybrid vehicle that can improve the fuel efficiency of the vehicle.
- a second object of the present invention is to provide a hybrid vehicle control device capable of improving the above.
- the present invention has been made to solve the third problem, and even when the required driving force of the hybrid vehicle is close to the driving force of the internal combustion engine corresponding to the minimum fuel consumption rate, the traveling mode is appropriately set. It is a third object to provide a control device and a control method for a hybrid vehicle that can improve fuel efficiency by selecting.
- the invention according to claim 1 includes an electric motor 4 capable of generating electricity as a power source, a battery (battery 52) capable of transferring electric power between the electric motor 4, and an input.
- a hybrid vehicle control device having a shift mechanism 71 capable of transmitting the generated power to the drive wheels DW and DW while being shifted at any one of a plurality of shift speeds, the electric motor 4 maintains the shift speed.
- First charge amount estimating means for estimating a first charge amount that is a charge amount charged in the battery when regeneration is performed for a predetermined regeneration time, and changing the gear position to the target gear position within the regeneration time and the electric motor Based on the estimated first and second charge amounts, and second charge amount estimation means for estimating a second charge amount that is a charge amount charged in the battery when regeneration by 4 is performed until the regeneration time elapses. Hold the gear position And determining the speed change decision means whether to change or target gear to be, based on the determination result by the shift determining means, characterized in that it comprises a shift speed setting means for setting a gear stage.
- the power of the electric motor is transmitted to the drive wheels by the speed change mechanism while being changed at any one of the plurality of speed stages. That is, power is transmitted between the electric motor and the drive wheels through the speed change mechanism.
- a transmission mechanism of a type that changes the gear position transmission of power is interrupted from the start of the change of the gear position to the completion (hereinafter referred to as a “shift speed change period”).
- shift loss an event in which the transmission of power is interrupted in this way is referred to as “shift loss”. For this reason, when performing regeneration using the power transmitted to the electric motor during traveling of the hybrid vehicle, the electric motor cannot be regenerated due to the above-mentioned shift omission during the shift speed change period, and the battery I can't charge.
- the second charge amount is estimated by the second charge amount estimation means.
- the first charge amount estimation means estimates the first charge amount that is a predicted value of the charge amount charged in the battery when the regeneration time and regeneration are performed by the electric motor while the gear position is maintained. Further, based on the estimated first and second charging amounts, it is determined by the shift determination means whether the shift stage should be maintained or changed to the target shift stage. Thereby, based on the 1st charge amount which is a predicted value at the time of hold
- the invention according to claim 2 includes an internal combustion engine 3, an electric motor 4 that can generate electric power, and a battery (battery 52) that can transfer electric power between the electric motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the transmission mechanism 11, the second transmission mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels in a state of being shifted at any one of the plurality of shift stages, and the engine output shaft And a first clutch C1 that can be engaged between the first transmission mechanism 11 and a second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31.
- First charge amount estimating means (ECU2, step 1) for estimating a first charge amount CH1 which is a charge amount charged to the battery when regeneration is performed for a fixed regeneration time, and a target shift stage within the regeneration time
- Second charge amount estimation means (ECU2, step 3) for estimating the second charge amount CH2, which is the amount of charge charged in the battery when the change to the gear position and regeneration by the electric motor 4 are performed until the regeneration time elapses.
- Shift determination means (ECU2, step 4) for determining whether the shift speed should be maintained or changed to the target shift speed based on the estimated first and second charge amounts CH1 and CH2, and shift determination means Shift stage setting means (ECU 2, steps 5 and 6) for setting the shift stage based on the determination result of
- the engine output shaft of the internal combustion engine and the first input shaft of the first transmission mechanism are engaged with each other by the first clutch, and the relationship between the engine output shaft and the second input shaft of the second transmission mechanism is engaged.
- the engagement is released by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism.
- the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of the plurality of shift speeds of the second speed change mechanism.
- the power of the electric motor is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. That is, power is transmitted between the electric motor and the drive wheels via the first speed change mechanism.
- the shift speed change period between the start of the change of the shift speed and the completion thereof
- the shift is not lost. Is generated and power transmission is interrupted.
- regeneration by the motor cannot be performed due to the above-described shift omission during the shift speed change period in the first transmission mechanism. Unable to charge the battery. Therefore, while the vehicle is running, even if the gear position is changed within the regeneration time and the regeneration is performed until the regeneration time elapses, the regeneration at the change-destination gear position is not performed until after the gear speed change is completed. Cannot be performed effectively.
- the second charge amount is estimated by the second charge amount estimation means.
- the first charge amount estimation means estimates the first charge amount that is a predicted value of the charge amount charged in the battery when the regeneration time and regeneration are performed by the electric motor while the gear position is maintained. Further, based on the estimated first and second charging amounts, it is determined by the shift determination means whether the shift stage should be maintained or changed to the target shift stage. Thereby, based on the 1st charge amount which is a predicted value at the time of hold
- the first charge amount CH1 is generated by the electric motor 4 while maintaining a gear position during the deceleration traveling of the hybrid vehicle.
- the amount of charge charged in the battery when the hybrid vehicle is stopped is stopped, and the second charge amount CH2 is set to the target shift stage until the hybrid vehicle stops during deceleration of the hybrid vehicle.
- the charge amount is charged to the capacitor when the electric vehicle 4 is regenerated until the hybrid vehicle stops.
- the second charge amount is changed when the gear position is changed to the target gear position until the vehicle stops and regeneration by the electric motor is performed until the vehicle stops. This is the amount of charge charged in the battery.
- the first charge amount the amount of charge that is charged in the capacitor when the vehicle is decelerated and when regeneration by the electric motor is performed until the vehicle stops while maintaining the gear position is estimated. Then, based on the estimated first and second charge amounts, it is determined whether the shift stage should be maintained or changed to the target shift stage. Therefore, even during traveling at a reduced speed, based on the first charge amount, which is the predicted value when the gear position is maintained, and the second charge amount, which is the predicted value when the gear position is changed, whether or not the gear position can be changed is increased. It is possible to appropriately determine on the condition that the charge amount is obtained. Moreover, since the gear position is set based on the determination result, a larger charge amount can be obtained, and as a result, the fuel efficiency of the vehicle can be further improved.
- the hybrid vehicle is decelerating and the hybrid vehicle is changing the gear position to the target gear position by the gear position setting means.
- a brake control means ECU2 for controlling the operation of the brake B of the hybrid vehicle is further provided.
- the braking operation of the vehicle is controlled by the brake control means in order to decelerate the vehicle while the vehicle is decelerating and during the shift to the target shift stage.
- the vehicle can be decelerated appropriately so as not to occur.
- the invention according to claim 5 includes an internal combustion engine 3, a motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring power between the motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control device for hybrid vehicle having first clutch C1 engageable between shaft and first transmission mechanism 11 and second clutch C2 engageable between engine output shaft and second transmission mechanism 31 1, while the hybrid vehicle is traveling at a reduced speed,
- a first charge amount estimating means (ECU2, ECU2) for estimating a first charge amount CH1, which is a charge amount charged in the battery, when it is assumed that regeneration is performed until the hybrid vehicle is stopped by the electric motor 4 with the speed stage maintained.
- Step 1) and required shift time estimation means (ECU2, ECU2) for estimating the required shift time TIM, which is the time required from the start of the change of the shift speed of the first transmission mechanism 11 to the predetermined target shift speed.
- required shift time estimation means ECU2, ECU2
- a second charge amount estimating means (ECU2, step 3) for estimating a charge amount charged in the capacitor when regeneration by the electric motor 4 is performed in a state where the gear position is changed to the target gear position until Based on the first and second charge amounts CH1 and CH2, the shift determination means (ECU2, step 4) for determining whether the shift speed should be maintained or changed to the target shift speed, and the determination result by the shift determination means And a shift speed setting means (ECU 2, steps 5 and 6) for setting the shift speed based on the above.
- the engine output shaft of the internal combustion engine and the first input shaft of the first transmission mechanism are engaged with each other by the first clutch, and the relationship between the engine output shaft and the second input shaft of the second transmission mechanism is engaged.
- the engagement is released by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism.
- the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine Is transmitted to the drive wheels in a state of being shifted at any one of a plurality of shift stages of the second transmission mechanism.
- the power of the electric motor is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. That is, power is transmitted between the electric motor and the drive wheels via the first speed change mechanism.
- the shift speed change period between the start of the change of the shift speed and the completion thereof
- the shift is not lost. Is generated and power transmission is interrupted.
- regeneration by the motor is performed by the above-described shift omission during the shift stage change period in the first transmission mechanism. Cannot be charged. Therefore, when the vehicle is decelerating and the speed change of the first speed change mechanism is changed before the vehicle stops and the regeneration is performed until the vehicle stops, the change of the speed change is not completed. Therefore, the regeneration at the change-destination gear stage cannot be performed effectively.
- the shift required time which is the time required from the start of the change of the shift stage to the predetermined target shift stage to the completion thereof, is estimated by the shift required time estimating means.
- the shift stage is changed to the target shift stage and the regeneration is performed until the vehicle stops.
- the battery is charged when regeneration is performed by the motor in a state where the shift speed is changed to the target shift speed after the calculated shift required time elapses until the vehicle stops. The amount of charge is estimated. Therefore, the second charge amount, which is the charge amount when the gear position is changed, can be predicted with high accuracy according to the above-described shift omission.
- the first charge amount that is a predicted value of the charge amount that is charged in the capacitor when the regeneration is performed until the vehicle is stopped by the electric motor while the gear position is maintained is the first charge amount. It is estimated by the charge amount estimating means. Further, based on the estimated first and second charging amounts, it is determined by the shift determination means whether the shift stage should be maintained or changed to the target shift stage. Accordingly, whether or not the shift stage can be changed based on the first charge amount that is the predicted value when the shift stage is held and the second charge amount that is the predicted value when the shift stage is changed is determined while the vehicle is decelerating. This can be done appropriately so that a large amount of charge can be obtained. Further, since the gear position is set by the gear position setting means based on the determination result, a larger charge amount can be obtained, and the fuel efficiency of the vehicle can be improved.
- the invention according to claim 6 is the hybrid vehicle control apparatus 1 according to claim 3 or 5, wherein the first condition that the state of charge SOC of the capacitor is equal to or higher than the upper limit value and the temperature of the capacitor (battery temperature TB) are When it is determined that one of the second condition that the temperature is equal to or higher than the predetermined temperature is satisfied and one of the first and second conditions is satisfied.
- the regeneration prohibiting means ECU2 prohibiting regeneration by the electric motor 4 and the regeneration prohibiting means prohibiting regeneration by the electric motor 4 during the deceleration traveling of the hybrid vehicle
- brake control means ECU2 for controlling the operation of the brake B.
- the battery may overheat. According to the configuration described above, whether or not one of the first condition that the state of charge of the capacitor is equal to or higher than the upper limit value and the second condition that the temperature of the capacitor is equal to or higher than a predetermined temperature is determined. When it is determined by the means and it is determined that one of the first and second conditions is satisfied, regeneration by the electric motor is prohibited by the regeneration prohibiting means. Therefore, overheating of the above-described battery can be prevented.
- the braking operation of the vehicle is controlled by the brake control means in order to decelerate the vehicle, so that no shock is generated.
- the vehicle can be decelerated appropriately.
- the gear position setting means changes the gear position to the target gear position while the hybrid vehicle is traveling at a reduced speed.
- the change of the gear position to the target gear position is started at a timing when the operation amount (brake pedaling force BP) of the brake pedal B of the hybrid vehicle decreases by a predetermined value or more (step 6). It is characterized by.
- the invention according to claim 8 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring electric power between the electric motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control device for hybrid vehicle having first clutch C1 engageable between shaft and first transmission mechanism 11 and second clutch C2 engageable between engine output shaft and second transmission mechanism 31 1, while the hybrid vehicle is traveling at a reduced speed,
- the loss is electric energy that cannot be regenerated due to the interruption of power transmission in the first speed change mechanism 11 due to the change of the speed change stage.
- Loss regenerative electric energy predicting means (ECU2, step 11) for predicting the regenerative electric energy LRE according to the depression force (brake depression force BP) of the brake pedal B of the hybrid vehicle and the speed VP of the hybrid vehicle;
- a gear position change prohibiting means (ECU2, steps 12, 13) for prohibiting gear speed change; It is characterized by providing.
- the engine output shaft of the internal combustion engine and the first input shaft of the first speed change mechanism are engaged with each other by the first clutch, and the engine output shaft and the second input shaft of the second speed change mechanism are engaged with each other. Is released by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of a plurality of shift stages of the first transmission mechanism.
- the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of a plurality of shift stages of the transmission mechanism.
- the power of the electric motor is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. That is, power is transmitted between the electric motor and the drive wheels via the first speed change mechanism.
- the transmission mechanism of the type that changes the shift speed in the shift speed change period (between the start of the change of the shift speed and the completion thereof), the shift is not lost. Is generated and power transmission is interrupted. For this reason, when regeneration is performed using the power transmitted from the drive wheels to the motor while the vehicle is traveling at a reduced speed, regeneration by the motor is performed by the above-described shift omission during the shift stage change period in the first transmission mechanism. Cannot be charged.
- the shift stage of the first transmission mechanism is changed and regeneration by the electric motor is performed while the vehicle is decelerating
- the first shift according to the change of the shift stage is performed.
- Loss regenerative electric energy which is electric energy that cannot be regenerated due to interruption of power transmission in the mechanism, is predicted by the loss regenerative electric energy predicting means.
- the shift speed change prohibiting means is prohibited by the shift speed change prohibiting means.
- a braking force corresponding to the generated electric power is generated with regeneration.
- this braking force is used to decelerate the vehicle while the vehicle is decelerating and is controlled by controlling the power generated by the electric motor in accordance with the depression force of the brake pedal of the vehicle.
- the depression force of the brake pedal is correlated with the electric power generated by the electric motor and charged in the battery.
- the vehicle speed correlates with the power transmitted from the drive wheels to the electric motor, it similarly correlates with the electric power charged in the battery.
- the depression force of these brake pedals and the speed of the vehicle are used as parameters for predicting the loss regenerative electric energy, this prediction can be performed appropriately.
- the invention according to claim 9 includes an internal combustion engine 3, a motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring power between the motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the transmission mechanism 11, the second transmission mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels in a state of being shifted at any one of the plurality of shift stages, and the engine output shaft And a first clutch C1 that can be engaged between the first transmission mechanism 11 and a second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31.
- a first charge amount CH1 that is a charge amount charged in the capacitor is estimated (step 1), and the shift of the first transmission mechanism 11 is estimated.
- the shift required time TIM which is the time required from the start of the change to the predetermined target shift stage to the completion thereof, is estimated (step 2), and the hybrid vehicle is stopped while the hybrid vehicle is decelerating.
- the shift required time calculated as the second charge amount CH2, which is the charge amount charged in the battery, when it is assumed that the shift stage is changed to the target shift stage and regeneration by the electric motor 4 is performed until the hybrid vehicle stops. Regeneration by the electric motor 4 is performed in a state where the gear position is changed to the target gear position until the hybrid vehicle stops after the TIM has elapsed.
- the charge amount charged in the battery is estimated (step 3), and it is determined whether the shift speed should be maintained or changed to the target shift speed based on the estimated first and second charge amounts CH1 and CH2. (Step 4), and the gear position is set based on the determination result (steps 5 and 6).
- an invention according to claim 10 is directed to an internal combustion engine 3 as a power source and an electric motor 4 capable of generating electric power, and a battery (battery 52) capable of transferring electric power between the electric motor 4.
- a shift mechanism 71 that can transmit the input power to the drive wheels DW and DW in a state where the input power is shifted at any one of a plurality of shift speeds. Is lower than the predetermined first lower limit value SOCL1, the internal combustion engine 3 is operated in the vicinity of the optimal fuel consumption line and a part of the power of the internal combustion engine 3 is used in order to recover the state of charge SOC of the battery.
- the charge priority travel execution means (ECU 2, step 104 in FIG.
- the power of the internal combustion engine and the power of the electric motor are transmitted to the drive wheels in a state of being shifted at any one of a plurality of shift stages by the transmission mechanism. Further, when the state of charge of the battery becomes lower than a predetermined first lower limit value, the internal combustion engine is operated in the vicinity of the optimum fuel consumption line where the fuel consumption of the engine is minimized in order to restore the state of charge of the battery. At the same time, charge priority running is performed in which regeneration is performed by an electric motor that uses part of the power of the internal combustion engine.
- the fuel consumption of the internal combustion engine can be improved. Further, by executing the charge priority running, the difference between the output required for the internal combustion engine and the generated output is used for regeneration by the electric motor, and the electric power generated by the regeneration is charged in the capacitor. Therefore, the state of charge of the battery that has fallen below the first lower limit value can be reliably recovered.
- the electric power charged in the capacitor by regeneration by the electric motor is converted into the electric power of the electric motor in the future and used to drive the hybrid vehicle.
- the overall efficiency which is the efficiency of the entire hybrid vehicle, including the power generation efficiency of the motor and the charging efficiency of the battery, etc.
- the power generation efficiency of these electric motors and the charging efficiency of the battery are different for each shift stage.
- the overall efficiency of the hybrid vehicle is calculated for each shift speed, and the shift speed having the largest calculated total efficiency is selected from the plurality of shift speeds. Therefore, the overall efficiency of the hybrid vehicle can be maximized, and the fuel efficiency of the hybrid vehicle can be improved.
- the invention according to claim 11 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring electric power between the electric motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control device for hybrid vehicle having first clutch C1 engageable between shaft and first transmission mechanism 11 and second clutch C2 engageable between engine output shaft and second transmission mechanism 31 1, the state of charge SOC of the battery is predetermined.
- the internal combustion engine 3 is operated in the vicinity of the optimum fuel consumption line, and an electric motor 4 using a part of the power of the internal combustion engine 3 is used.
- the charge priority travel execution means (ECU2, step 104 in FIG.
- Step 117) and gear stage selection means (ECU 2, step 118 in FIG. 10) for selecting the gear stage having the largest calculated overall efficiency TE from a plurality of gear stages when executing the charge priority traveling. It is characterized by that.
- the engine output shaft of the internal combustion engine and the first input shaft of the first speed change mechanism are engaged with each other by the first clutch, and the engine output shaft and the second input shaft of the second speed change mechanism are also engaged. Is disengaged by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. Further, when the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of the plurality of shift speeds of the second speed change mechanism. Further, the power of the electric motor is transmitted to the drive wheels while being shifted at any one of a plurality of shift stages of the second transmission mechanism.
- the optimum fuel consumption that minimizes the fuel consumption of the internal combustion engine is restored in order to restore the charge state of the battery.
- the internal combustion engine is operated in the vicinity of the line, and charge priority traveling is performed in which regeneration is performed by an electric motor using a part of the power of the internal combustion engine. Therefore, the fuel consumption of the internal combustion engine can be improved, and the charged state of the battery that has fallen below the lower limit value can be reliably recovered.
- the overall efficiency of the hybrid vehicle is calculated for each shift speed, and the shift speed having the largest calculated total efficiency is selected from the plurality of shift speeds. Therefore, the overall efficiency of the hybrid vehicle can be maximized, and the fuel efficiency of the hybrid vehicle can be improved.
- the state of charge SOC of the battery is lower than the first lower limit SOCL1
- the state of charge SOC of the battery is predetermined.
- Regeneration by the electric motor 4 is performed from required power calculation means (ECU 2, step 113 in FIG. 10) for calculating the required power EPreq required to recover to the predetermined target charge state SOCM within the time Tref, and a plurality of shift stages.
- preliminary selection means ECU2, step 115 in FIG. 10) for preliminarily selecting a plurality of shift speeds capable of generating the required power EPreq calculated at the time, and the shift speed selection means is selected.
- a shift stage having the largest overall efficiency TE is finally selected from a plurality of shift stages (step 118 in FIG. 10).
- the power necessary for recovering the charged state of the battery that has fallen below the first lower limit value to the predetermined target charged state within a predetermined time is calculated, and the regeneration by the motor is performed from a plurality of shift stages.
- a plurality of shift speeds capable of generating the necessary power calculated when performing is preliminarily selected.
- the gear stage having the highest overall efficiency of the hybrid vehicle is finally selected from the selected gear stages.
- the power of the second input shaft 32 can be obtained when the first clutch C1 is released and the second clutch C2 is connected. Is transmitted to the first input shaft 13 via the second speed change mechanism 31 and the first speed change mechanism 11, and the shift speed selection means is configured so that the state of charge SOC of the battery is in charge-priority travel.
- the hybrid vehicle V is traveling with the power of the internal combustion engine 3 being shifted by the second speed change mechanism 31 when it becomes lower than a predetermined second lower limit value SOCL2 lower than the first lower limit value SOCL1.
- the shift speed of the second speed change mechanism 31 is shifted to the high speed side by one speed, and the charging efficiency (charge amount E) of the battery when regeneration by the electric motor 4 is performed from a plurality of speed speeds of the first speed change mechanism 11. ) Characterized in that to select the highest gear position.
- the speed of the first speed change mechanism on the motor side can be arbitrarily selected, unlike the case of speed change by the first speed change mechanism. Is possible.
- the shift stage having the highest charge efficiency of the battery is selected as the shift stage of the first transmission mechanism.
- the internal combustion engine is replaced with the charge priority running.
- the power priority traveling is performed with priority given to the power of No. 3.
- the stop of the internal combustion engine 3 is prohibited. It is characterized by that.
- the stop of the internal combustion engine is prohibited when the state of charge of the battery is lower than the first lower limit value, that is, when performing charge priority running. Thereby, regeneration with an electric motor can be performed reliably and the charge condition of a battery can be recovered.
- the state of charge SOC of the capacitor is The internal combustion engine 3 is started by the power of the electric motor 4 when it becomes lower than the first lower limit SOCL1.
- the internal combustion engine is started by the power of the electric motor when the state of charge of the battery becomes lower than the lower limit during EV traveling. In this way, by forcibly starting the internal combustion engine, it is possible to reliably perform regeneration by the electric motor using the power of the started internal combustion engine, so that the charged state of the battery can be recovered.
- the invention according to claim 17 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring electric power between the electric motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control of a hybrid vehicle V having a first clutch C1 that can be engaged between the shaft and the first transmission mechanism 11, and a second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31
- the state of charge SOC of the battery is predetermined.
- the internal combustion engine 3 is operated in the vicinity of the optimum fuel consumption line, and an electric motor 4 using a part of the power of the internal combustion engine 3 is used.
- step 104 in FIG. 9 the overall efficiency of the hybrid vehicle V is calculated for each gear position (step 117 in FIG. 10), and the state of charge SOC of the battery is within a predetermined time Tref.
- Necessary power EPreq required to recover to a predetermined target state of charge SOCM is calculated (step 113 in FIG. 10), and the necessary power calculated when regeneration is performed by the motor can be generated from a plurality of shift speeds.
- a plurality of shift speeds are preliminarily selected (step 115 in FIG. 10), and the total calculation calculated from the selected multiple shift speeds when executing the charge priority running Rate is characterized greatest gear position finally selects (step 118 in FIG. 10) that.
- the same effect as in the above-described claims 11 and 12 can be obtained. Therefore, the fuel consumption of the internal combustion engine can be improved, and the charged state of the battery that has fallen below the first lower limit value can be reliably recovered. Further, the state of charge of the battery can be recovered to the target state of charge within a predetermined time, and the maximum overall efficiency can be obtained while satisfying the condition.
- the invention according to claim 18 includes an internal combustion engine 3, a motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring power between the motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control device for hybrid vehicle having first clutch C1 engageable between shaft and first transmission mechanism 11 and second clutch C2 engageable between engine output shaft and second transmission mechanism 31 Mode of hybrid vehicle V
- Assist travel area which is an area obtained
- charging travel area which is an area where small fuel consumption can be obtained in the charge travel mode in the travel mode.
- the travel region setting means total fuel consumption rate map
- selecting means ECU2 for selecting the gear position with the smallest fuel consumption.
- the engine output shaft of the internal combustion engine and the first input shaft of the first speed change mechanism are engaged with each other by the first clutch, and the engine output shaft and the second input shaft of the second speed change mechanism are engaged with each other. Is released by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of a plurality of shift stages of the first transmission mechanism. Further, when the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of the plurality of shift speeds of the second speed change mechanism. The power of the electric motor is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism.
- An engine travel area, an assist travel area, and a charge travel area are set. From these travel areas, a travel area to which a combination of the speed of the hybrid vehicle and the required driving force belongs is obtained, and a travel mode corresponding to the travel area is selected. As a result, it is possible to appropriately select a travel mode in which smaller fuel consumption can be obtained.
- a gear stage that consumes the smallest amount of fuel as the gear stage of the power of the internal combustion engine, a gear stage that is suitable for obtaining the minimum fuel consumption can also be selected. Therefore, even when the required driving force is close to the driving force of the internal combustion engine corresponding to the minimum fuel consumption rate by operating the hybrid vehicle by the driving mode selected as described above and the shift speed of the power of the internal combustion engine, A small fuel consumption can be obtained, and the fuel efficiency of the hybrid vehicle can be improved.
- a travel mode and an internal combustion engine in which a smaller fuel consumption rate can be obtained without requiring a complicated calculation only by setting the travel region described above in advance and referring to it according to the speed and required driving force of the hybrid vehicle.
- the speed of the engine power can be determined easily and appropriately.
- the fuel consumption includes the amount of fuel supplied to the internal combustion engine 3 for traveling the hybrid vehicle V, the efficiency of the internal combustion engine 3 and the first and It is calculated using the engine drive parameter that is the efficiency of the second speed change mechanism 11, 31, and in the assist travel mode, in addition to the engine drive parameter, the past is stored in the internal combustion engine 3 in order to charge the battery with power for assist travel. Is calculated using the past supplied fuel amount, the discharge efficiency of the battery, the drive efficiency of the electric motor 4 and the efficiency of the first and second transmission mechanisms 11 and 31, in addition to the engine drive parameters in the charge travel mode.
- the above-described parameters are used for each traveling mode. Accordingly, it is possible to accurately calculate the fuel consumption while reflecting the current, past and future losses of the internal combustion engine, the first and second speed change mechanisms, the electric motor, and the battery, and further improve the fuel consumption of the hybrid vehicle accordingly. be able to.
- an invention according to claim 20 is directed to an internal combustion engine 3 as a power source and an electric motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring electric power between the electric motor 4.
- a speed change mechanism 71 that can transmit the input power to the drive wheels DW and DW in a state where the input power is changed at any one of a plurality of shift speeds.
- the modes include an engine travel mode in which the engine 3 travels only with the power of the internal combustion engine 3, an assist travel mode in which the power of the internal combustion engine 3 is assisted with the power of the electric motor 4, and an electric motor using a part of the power of the internal combustion engine 3.
- Q includes an optimum fuel consumption line that minimizes the fuel consumption of the internal combustion engine 3 for each gear position, and a small fuel consumption (total fuel consumption rate TSFC) is obtained in the engine travel mode in the travel mode.
- Selection means (ECU2) for selecting the engine travel mode as the travel mode when the travel region setting means (total fuel consumption rate map) and the combination of the speed of the hybrid vehicle V ′ and the required driving force belong to the engine travel region And.
- the power of the internal combustion engine and the power of the electric motor are transmitted to the drive wheels by the speed change mechanism in a state of being changed at any one of the plurality of speed stages.
- the fuel for the internal combustion engine is defined as a region in which a smaller fuel consumption can be obtained between the travel modes for each shift speed with respect to the required driving force required for the speed and driving wheels of the hybrid vehicle by the travel region setting means.
- the engine travel area including the optimum fuel consumption line that minimizes consumption, the assist travel area that is disposed on the side where the required driving force is larger than the engine travel area, and the side where the required drive force is smaller than the engine travel area Charging travel area is set.
- the engine travel mode is selected as the travel mode. Therefore, in this case, even when the required driving force does not match the driving force of the internal combustion engine corresponding to the minimum fuel consumption rate and is close to that, it is possible to obtain smaller fuel consumption by selecting the engine travel mode. This can improve the fuel efficiency of the hybrid vehicle.
- the invention according to claim 21 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, and a battery (battery 52) capable of transferring electric power between the electric motor 4,
- the first input shaft 13 receives the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- the speed change mechanism 11, the second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and can transmit the power to the drive wheels DW while being changed at any one of a plurality of speed stages, and the engine output Control device for hybrid vehicle having first clutch C1 engageable between shaft and first transmission mechanism 11 and second clutch C2 engageable between engine output shaft and second transmission mechanism 31 Mode of hybrid vehicle V
- the engine travel mode is selected as the travel mode when the combination of the travel region setting means (total fuel consumption rate map) for setting the charged travel region and the speed and the required driving force of the hybrid vehicle V belongs to the engine travel region.
- And selecting means ECU2, FIG. 19).
- the configuration of the hybrid vehicle according to the present invention is the same as that of the invention according to claim 18. Further, according to the present invention, as in the twentieth aspect, with respect to the speed of the hybrid vehicle and the required driving force required for the driving wheels, a smaller amount of fuel can be generated between the traveling modes for each shift stage of the power of the internal combustion engine. As an area where consumption can be obtained, an engine travel area including an optimum fuel consumption line where the fuel consumption of the internal combustion engine is minimized, an assist travel area disposed on the side where the required driving force is larger and smaller than the engine travel area, and charging The travel area is set.
- the engine travel mode is selected as the travel mode.
- the required driving force does not coincide with the driving force of the internal combustion engine corresponding to the minimum fuel consumption rate and is close to it
- the engine traveling mode is selected, so that a smaller fuel consumption can be obtained, The fuel efficiency of the hybrid vehicle can be improved.
- the driving mode can be determined easily and appropriately only by referring to the set driving region according to the speed and the required driving force of the hybrid vehicle, and switching between the engine driving mode and the assist driving mode or the charging driving mode can be performed. It can be done smoothly.
- the assist for the shift stage is performed.
- Each of the traveling region and the charging traveling region has a plurality of shift patterns, each of which is a combination of a power shift stage of the internal combustion engine 3 and a power shift stage of the electric motor 4 in the first transmission mechanism 11, at which the smallest fuel consumption is obtained.
- the selection means selects a shift pattern corresponding to an area to which a combination of the speed of the hybrid vehicle V and the required driving force belongs, among a plurality of areas.
- the speed of the power of the internal combustion engine is set as the speed of the power of the motor in the first speed change mechanism. It is possible to select different gear positions.
- the efficiency of the electric motor includes the discharging efficiency of the capacitor, the driving efficiency of the electric motor, and the power transmission efficiency of the first transmission mechanism when powering is performed by the electric motor.
- the first transmission mechanism is used when regeneration is performed by the electric motor. Power transmission efficiency, electric power generation efficiency of the motor, and charging efficiency of the battery. Also, if the speed of the power of the motor in the first transmission mechanism is different, the number of revolutions of the motor changes accordingly, and the efficiency of the motor also changes.
- each of the assist travel area and the charge travel area for the shift speed can be achieved with a shift pattern (the smallest fuel consumption can be obtained).
- a combination of a power shift stage of the internal combustion engine and a power shift stage of the motor in the first transmission mechanism) is divided into a plurality of regions. Then, an area to which a combination of the speed of the hybrid vehicle and the required driving force belongs is obtained from the plurality of areas, and a shift pattern corresponding to the area is selected.
- the invention according to claim 23 is the hybrid vehicle control device according to any one of claims 18 to 22, wherein the temperature of at least one of the electric motor 4 and the battery (battery temperature TB) is at least one of the electric motor 4 and the battery. On the other hand, when the temperature is equal to or higher than a predetermined temperature, the output of the electric motor 4 is limited.
- the invention according to claim 24 is the hybrid vehicle control device according to any one of claims 18 to 23, wherein the amount of regeneration by the electric motor 4 is increased when the state of charge of the capacitor (charge state SOC) is equal to or less than a predetermined value.
- the operation of the electric motor 4 is controlled so as to make it happen.
- the operation of the electric motor is controlled so as to increase the amount of regeneration by the electric motor when the charged state of the electric capacitor is equal to or less than a predetermined value and is relatively small, so that the reduced charged state of the electric capacitor is reliably recovered. be able to.
- the opening of the accelerator pedal (accelerator When the change amount of the opening degree AP) is larger than a predetermined value, the assist travel is performed using the shift stage of the first transmission mechanism 11 at a lower speed than the shift stage of the power of the internal combustion engine 3 as the shift stage of the power of the electric motor 4.
- a mode is selected.
- the change amount of the opening degree of the accelerator pedal is larger than a predetermined value, that is, when the acceleration request from the driver is high, the power stage of the motor is greater than the speed stage of the power of the internal combustion engine.
- the assist travel mode using the shift speed of the first speed change mechanism on the low speed side is selected. As a result, a larger torque commensurate with the acceleration request can be transmitted to the drive wheels, and drivability can be improved.
- the invention according to claim 26 is directed to an internal combustion engine 3, an electric motor 4 capable of generating electric power, and a battery (battery 52) capable of transferring electric power between the electric motor 4. Then, the power from the engine output shaft (crankshaft 3a) of the internal combustion engine 3 and the electric motor 4 can be received by the first input shaft 13, and can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages.
- a first speed change mechanism 11, a second speed change mechanism 31 that receives power from the engine output shaft by the second input shaft 32, and that can be transmitted to the drive wheels DW while being shifted at any one of a plurality of speed stages;
- a hybrid vehicle having a first clutch C1 that can be engaged between the engine output shaft and the first transmission mechanism 11 and a second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31.
- traveling of the hybrid vehicle V uses an engine travel mode in which the vehicle travels only with the power of the internal combustion engine 3, an assist travel mode in which the power of the internal combustion engine 3 is assisted by the power of the electric motor 4, and a part of the power of the internal combustion engine 3.
- the fuel consumption (total fuel consumption rate TSFC) obtained in the engine travel mode and the assist travel mode are on the side where the required driving force is larger than the optimum fuel consumption line where the fuel consumption of the internal combustion engine 3 is minimized for each of the shift speeds.
- Assist prohibition line connecting points where fuel consumption obtained at the same time coincides with each other, and on the side where the required driving force is smaller than the optimal fuel consumption line
- a charge prohibition line is set to connect the fuel consumption obtained in the engine travel mode and the fuel consumption obtained in the charge travel mode, and the speed of the power of the internal combustion engine 3 and the speed of the hybrid vehicle V are set.
- the engine running mode is selected (steps 203, 205, and 206 in FIG. 19), and the required driving force is in the assist prohibition line.
- the assist travel mode is selected (steps 203 and 204 in FIG. 19)
- the charge travel mode is selected (steps 205 and 207). It is characterized by.
- control is performed as follows for a hybrid vehicle having the same configuration as that of the invention of claim 18.
- an assist prohibition line and a charge prohibition line are set for each shift stage of the power of the internal combustion engine.
- the assist prohibition line is set to have a larger required driving force than the optimum fuel consumption line that minimizes fuel consumption of the internal combustion engine, and is obtained in the fuel consumption obtained in the engine travel mode and in the assist travel mode. It connects fuel consumption points.
- the charge prohibition line is set on the side where the required driving force is smaller than the optimum fuel consumption line, and the fuel consumption obtained in the engine travel mode and the fuel consumption obtained in the charge travel mode match each other. Is connected.
- the engine running mode is selected when the required driving force is below the assist prohibition line and above the charge prohibition line according to the speed and the required driving force of the hybrid vehicle.
- the engine running mode is selected when the required driving force does not coincide with the driving force of the internal combustion engine corresponding to the minimum fuel consumption rate and is close to that.
- the assist travel mode is selected, and when the required driving force is below the charge prohibition line, the charge travel mode is selected. As described above, it is possible to appropriately select the travel mode according to the required driving force, to obtain smaller fuel consumption in any travel mode, and to improve the fuel efficiency of the hybrid vehicle.
- the hybrid vehicle V includes a hybrid vehicle V in the vicinity.
- a car navigation system 68 that stores data representing road information is provided.
- the car navigation system 68 further includes prediction means (ECU 2) that predicts the traveling state of the hybrid vehicle V based on the data stored in the car navigation system 68. Further, the shift stage is selected according to the traveling state of the hybrid vehicle V.
- the traveling state of the hybrid vehicle is predicted by the prediction unit based on the data representing the road information around the hybrid vehicle, and according to the predicted traveling state of the hybrid vehicle, A gear stage is selected. Thereby, it is possible to select in advance a gear position suitable for the traveling state of the hybrid vehicle.
- 1 is a diagram schematically showing a hybrid vehicle to which a control device according to the present invention is applied. It is a block diagram which shows ECU etc. of a control apparatus. It is a flowchart which shows the process which selects the gear stage of a 1st transmission mechanism in the deceleration regeneration mode of a hybrid vehicle. It is an example of a conversion efficiency map.
- 6 is a timing chart showing an operation example of the control device when the gear position of the first speed change mechanism is changed from the third gear to the first gear during the deceleration regeneration mode.
- 7 is a timing chart showing an operation example of the control device when the speed stage of the first speed change mechanism is held at the third speed stage during the deceleration regeneration mode.
- FIG. 12 is a flowchart illustrating another example of a process for setting the gear position of the first transmission mechanism during the deceleration regeneration mode. It is a figure which shows roughly the hybrid vehicle different from FIG. 1 to which the control apparatus by this invention is applied. It is a flowchart which shows the control process of a hybrid vehicle. It is a flowchart which shows a charge priority travel control process. It is an example of a charge amount map. It is an example of the map which shows the total fuel consumption rate obtained in engine driving mode. It is an example of the map which shows the total fuel consumption rate obtained in assist drive mode and charge drive mode. It is a figure which shows the relationship of the total fuel consumption rate between driving modes.
- FIG. 17 is a diagram showing the relationship of the total fuel consumption rate between travel modes based on the total fuel consumption rate map of FIGS. 14 to 16; It is a flowchart which shows driving mode selection processing.
- a hybrid vehicle V shown in FIG. 1 is a four-wheel vehicle including a pair of drive wheels DW (only one is shown) and a pair of driven wheels (not shown), and is an internal combustion engine (hereinafter referred to as “engine”) as a power source. ) 3 and an electric motor (hereinafter referred to as “motor”) 4 capable of generating electricity.
- the engine 3 is a gasoline engine having a plurality of cylinders and has a crankshaft 3a.
- the fuel injection amount, fuel injection timing, ignition timing, and the like of the engine 3 are controlled by the ECU 2 of the control device 1 shown in FIG.
- the motor 4 is a general one-rotor type brushless DC motor, which is a so-called motor generator, and has a fixed stator 4a and a rotatable rotor 4b.
- the stator 4a is for generating a rotating magnetic field, and is composed of an iron core or a three-phase coil.
- the stator 4 a is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to a chargeable / dischargeable battery 52 via a power drive unit (hereinafter referred to as “PDU”) 51.
- the PDU 51 is configured by an electric circuit such as an inverter and is electrically connected to the ECU 2 (see FIG. 2).
- Said rotor 4b is comprised with the magnet etc., and is arrange
- a rotating magnetic field is generated by the control of the PDU 51 by the ECU 2, and is input to the rotor 4b accordingly.
- the power is converted into electric power and electric power is generated, and the generated electric power is charged in the battery 52. Further, the power transmitted to the rotor 4b is controlled by appropriately controlling the stator 4a.
- the hybrid vehicle V includes a driving force transmission device for transmitting the power of the engine 3 and the motor 4 to the driving wheels DW of the hybrid vehicle V.
- This driving force transmission device has a dual clutch transmission including a first transmission mechanism 11 and a second transmission mechanism 31.
- the first speed change mechanism 11 shifts the input power by one of the first speed, the third speed, the fifth speed and the seventh speed and transmits it to the drive wheel DW.
- the gear ratios of these first gear to seventh gear are set on the higher speed side as the number of gears is larger.
- the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. , And a seventh gear 16.
- the first clutch C1 is a dry multi-plate clutch, and includes an outer C1a that is integrally attached to the crankshaft 3a, an inner C1b that is integrally attached to one end of the first input shaft 13, and the like.
- the first clutch C1 is controlled by the ECU 2. In the engaged state, the first input shaft 13 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the connection between both the parts 13 and 3a is interrupted.
- the planetary gear device 12 is of a single planetary type, and meshes with a sun gear 12a, a ring gear 12b having a larger number of teeth than the sun gear 12a, and a gear 12a, 12b that is rotatably provided on the outer periphery of the sun gear 12a.
- a plurality of (for example, three) planetary gears 12c (only two are shown) and a rotatable carrier 12d that rotatably supports the planetary gears 12c are provided.
- the sun gear 12 a is integrally attached to the other end of the first input shaft 13. Further, the rotor 4b of the motor 4 described above is integrally attached to the other end portion of the first input shaft 13, and the first input shaft 13 is rotatably supported by a bearing (not shown). With the above configuration, the first input shaft 13, the sun gear 12a, and the rotor 4b rotate integrally with each other.
- the ring gear 12b is provided with a lock mechanism BR.
- This lock mechanism BR is of an electromagnetic type, and is turned on / off by the ECU 2 to hold the ring gear 12b in a non-rotatable state in the ON state and to allow the ring gear 12b to rotate in the OFF state.
- a synchro clutch may be used as the lock mechanism BR.
- the carrier 12d is integrally attached to the hollow rotating shaft 17.
- the rotary shaft 17 is relatively rotatably disposed outside the first input shaft 13 and is rotatably supported by a bearing (not shown).
- the third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable together with the rotary shaft 17 and the carrier 12d.
- the fifth speed gear 15 and the seventh speed gear 16 are rotatably provided on the first input shaft 13. Further, the third gear 14, the seventh gear 16, and the fifth gear 15 are arranged in this order between the planetary gear device 12 and the first clutch C1.
- the first input shaft 13 is provided with a first synchro clutch SC1 and a second synchro clutch SC2.
- the first sync clutch SC1 includes a sleeve S1a, a shift fork, and an actuator (all not shown).
- the first sync clutch SC1 selectively engages the third speed gear 14 or the seventh speed gear 16 with the first input shaft 13 by moving the sleeve S1a in the axial direction of the first input shaft 13 under the control of the ECU 2. Combine.
- the second synchro clutch SC2 is configured in the same manner as the first synchro clutch SC1, and the fifth speed gear 15 is input to the first input by moving the sleeve S2a in the axial direction of the first input shaft 13 under the control of the ECU 2. Engage with the shaft 13.
- the first, third, and third gears 14, 5, 15, and 16 are engaged with a first passive gear 18, a second passive gear 19, and a third passive gear 20, respectively.
- the passive gears 18 to 20 are integrally attached to the output shaft 21.
- the output shaft 21 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13.
- a gear 21a is integrally attached to the output shaft 21, and the gear 21a meshes with a final gear FG having a differential device.
- the output shaft 21 is connected to the drive wheel DW via the gear 21a and the final gear FG.
- the planetary gear unit 12, the third speed gear 14, and the first passive gear 18 constitute first and third speed gears
- the fifth speed gear 15 and the second passive gear. 19 is a fifth gear
- the seventh gear 16 and the third passive gear 20 are a seventh gear.
- the power input to the first input shaft 13 is shifted by one of these first, third, fifth and seventh speeds, and the output shaft 21, the gear 21a and the final gear FG. Is transmitted to the drive wheel DW.
- the second speed change mechanism 31 described above shifts the input power by one of the second speed, the fourth speed and the sixth speed and transmits it to the drive wheel DW.
- the speed ratios of these second gear to sixth gear are set to a higher speed as the number of gears is larger.
- the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, a second input intermediate shaft 33, a second speed gear 34, a fourth speed gear 35, and a sixth speed gear 36.
- the second clutch C2 and the second input shaft 32 are arranged coaxially with the crankshaft 3a.
- the second clutch C2 is a dry multi-plate clutch, and includes an outer C2a integrally attached to the crankshaft 3a and an inner C2b integrally attached to one end of the second input shaft 32. It is configured.
- the second clutch C2 is controlled by the ECU 2. In the engaged state, the second input shaft 32 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the two are disconnected from each other. .
- the second input shaft 32 is formed in a hollow shape, is relatively rotatably disposed outside the first input shaft 13, and is rotatably supported by a bearing (not shown).
- a gear 32 a is integrally attached to the other end of the second input shaft 32.
- the second input intermediate shaft 33 is rotatably supported by a bearing (not shown), and is arranged in parallel with the second input shaft 32 and the output shaft 21 described above.
- a gear 33a is integrally attached to the second input intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a.
- the idler gear 37 meshes with the gear 32a of the second input shaft 32. In FIG. 1, the idler gear 37 is drawn at a position away from the gear 32a for the sake of illustration.
- the second input intermediate shaft 33 is connected to the second input shaft 32 through the gear 33a, the idler gear 37, and the gear 32a.
- the second speed gear 34, the sixth speed gear 36, and the fourth speed gear 35 are rotatably provided on the second input intermediate shaft 33, and are arranged in this order.
- the second passive gear 19 meshes with each other.
- the second input intermediate shaft 33 is provided with a third synchro clutch SC3 and a fourth synchro clutch SC4. Both synchro clutches SC3 and SC4 are configured in the same manner as the first synchro clutch SC1.
- the third sync clutch SC3 selects the second speed gear 34 or the sixth speed gear 36 as the second input intermediate shaft 33 by moving the sleeve S3a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2.
- the fourth sync clutch SC4 engages the fourth speed gear 35 with the second input intermediate shaft 33 by moving the sleeve S4a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2.
- the second speed gear 34 and the first passive gear 18 constitute a second speed gear stage
- the fourth speed gear 35 and the second passive gear 19 constitute the fourth speed gear stage
- the sixth gear 36 and the third passive gear 20 constitute a sixth gear.
- the power input to the second input shaft 32 is transmitted to the second input intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the second input intermediate shaft 33 is
- the speed is changed by one of the second speed, the fourth speed, and the sixth speed, and is transmitted to the drive wheel DW via the output shaft 21, the gear 21a, and the final gear FG.
- the first and second transmission mechanisms 11 and 31 share the output shaft 21 for transmitting the shifted power to the drive wheels DW.
- the drive force transmission device is provided with a reverse mechanism 41, and the reverse mechanism 41 includes a reverse shaft 42, a reverse gear 43, and a fifth sync clutch SC5 having a sleeve S5a.
- the reverse gear 43 is engaged with the reverse shaft 42 by moving the sleeve S5a in the axial direction of the reverse shaft 42 under the control of the ECU 2.
- the hybrid vehicle V is provided with a brake B for decelerating the hybrid vehicle V.
- the brake B is an electric servo brake, and its operation is controlled by the ECU 2.
- a CRK signal is input from the crank angle sensor 61 to the ECU 2.
- This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 3a of the engine 3 rotates.
- the ECU 2 calculates the engine speed NE based on the CRK signal.
- the ECU 2 receives from the current / voltage sensor 62 a detection signal representing a current / voltage value input / output to / from the battery 52.
- the ECU 2 calculates the state of charge SOC of the battery 52 based on this detection signal.
- a detection signal indicating the temperature of the battery 52 (hereinafter referred to as “battery temperature”) TB is input to the ECU 2 from the battery temperature sensor 63. Further, the ECU 2 receives a detection signal indicating the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 64, and a detection signal indicating the vehicle speed VP from the vehicle speed sensor 65. Entered. Further, the ECU 2 receives from the torque sensor 67 a detection signal indicating the brake pedal force BP, which is the pedal force of the brake pedal (not shown) of the hybrid vehicle V, from the brake pedal force sensor 66, and the torque of the drive wheels DW (hereinafter referred to as “drive”). A detection signal representing TDW (referred to as “wheel torque”) is input. In addition, data representing road information around the hybrid vehicle V traveling, which is stored in the car navigation system 68, is appropriately input to the ECU 2.
- the ECU 2 is composed of a microcomputer composed of an I / O interface, CPU, RAM, ROM and the like, and is stored in the ROM in accordance with the detection signals from the various sensors 61 to 67 described above and data from the car navigation system 68.
- the operation of the hybrid vehicle V is controlled according to the stored control program.
- the travel modes of the hybrid vehicle V configured as described above include an ENG travel mode, an EV travel mode, an assist travel mode, a charge travel mode, a deceleration regeneration mode, and an ENG start mode.
- the operation of the hybrid vehicle V in each travel mode is controlled by the ECU 2.
- these travel modes will be described in order.
- the ENG travel mode is a travel mode in which only the engine 3 is used as a power source.
- the power of the engine 3 (hereinafter referred to as “engine power”) is controlled by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3. Further, the engine power is changed by the first or second transmission mechanism 11, 31 and transmitted to the drive wheel DW.
- the operation when the engine power is shifted at one of the first speed, the third speed, the fifth speed and the seventh speed by the first speed change mechanism 11 will be described in order.
- the first input shaft 13 is engaged with the crankshaft 3a and the second clutch C2 is controlled to be disengaged by controlling the first clutch C1 to the engaged state at any of the above speeds.
- the engagement of the second input shaft 33 with the crankshaft 3a is released.
- the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch SC5.
- the lock mechanism BR is controlled to be turned on to hold the ring gear 12b in a non-rotatable manner, and the third speed with respect to the first input shaft 13 is controlled by the first and second sync clutches SC1 and SC2. The engagement of the gear 14, the fifth gear 15 and the seventh gear 16 is released.
- the engine power is transmitted to the output shaft 21 via the first clutch C1, the first input shaft 13, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third speed gear 14, and the first passive gear 18.
- it is transmitted to the drive wheel DW via the gear 21a and the final gear FG.
- the ring gear 12b is held non-rotatable as described above, the engine power transmitted to the first input shaft 13 is decelerated at a gear ratio according to the gear ratio between the sun gear 12a and the ring gear 12b.
- it is transmitted to the carrier 12d, further decelerated at a gear ratio according to the gear ratio between the third speed gear 14 and the first passive gear 18, and then transmitted to the output shaft 21.
- the engine power is shifted at the first gear ratio determined by the two gear ratios and transmitted to the drive wheels DW.
- the rotation of the ring gear 12b is permitted by controlling the lock mechanism BR to the OFF state, and only the third speed gear 14 is controlled by the control of the first and second sync clutches SC1 and SC2. 1
- the input shaft 13 is engaged.
- the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18.
- the sun gear 12a, the carrier 12d, and the ring gear 12b rotate together. Therefore, in the case of the third speed stage, unlike the case of the first speed stage, the engine power is not decelerated by the planetary gear unit 12 and depends on the gear ratio between the third speed gear 14 and the first passive gear 18. The speed is changed at a fixed gear ratio of the third speed and transmitted to the drive wheel DW.
- the EV travel mode is a travel mode in which only the motor 4 is used as a power source.
- the power of the motor 4 (hereinafter referred to as “motor power”) is controlled by controlling the electric power supplied from the battery 51 to the motor 4. Further, the motor power is changed by the first speed change mechanism 11 at one of the first speed, the third speed, the fifth speed, and the seventh speed, and is transmitted to the drive wheels DW.
- the engagement of the first and second input shafts 13 and 32 with respect to the crankshaft 3a is released by controlling the first and second clutches C1 and C2 to the disengaged state at any of these shift speeds. .
- the lock mechanism BR is controlled to be in the ON state, thereby holding the ring gear 12b in a non-rotatable manner and controlling the first and second sync clutches SC1, SC2.
- the engagement of the third gear 14, the fifth gear 15 and the seventh gear 16 with respect to the first input shaft 13 is released.
- the motor power is transmitted to the output shaft 21 via the first input shaft, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third speed gear 14, and the first passive gear 18.
- the motor power is shifted at the first gear ratio and transmitted to the drive wheels DW, as in the ENG travel mode.
- the lock mechanism BR is controlled to be in the OFF state, thereby allowing the ring gear 12b to rotate and controlling the first and second sync clutches SC1 and SC2. Only the third speed gear 14 is engaged with the first input shaft 13.
- the motor power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18.
- the motor power is changed at a gear ratio of the third speed and transmitted to the drive wheels DW, as in the ENG travel mode.
- the lock mechanism BR and the first and second sync clutches SC1 and SC2 are controlled in the same manner as in the ENG travel mode.
- the motor power is changed at a gear ratio of 5th speed or 7th speed and transmitted to the drive wheels DW.
- the gear position of the first transmission mechanism 11 is set so that high drive efficiency of the motor 4 can be obtained.
- the assist travel mode is a travel mode in which the engine 3 is assisted by the motor 4.
- engine torque the torque of the engine 3
- motor torque the torque of the motor 4
- the required torque TRQ is calculated according to the detected accelerator opening AP.
- the speed ratio of the motor power is the speed change ratio of the speed set by the first speed change mechanism 11. Will be the same.
- the first speed, the third speed, the fifth speed or the first speed of the first speed change mechanism 11 is set as the gear ratio of the motor power. It is possible to select any gear ratio of the seventh gear.
- the shift speed of the first transmission mechanism 11 is selected by pre-shifting, and the motor power is output via the first transmission mechanism 11. It is transmitted to the shaft 21.
- the first to third passive gears 18 to 20 of the output shaft 21 are in mesh with both the odd-numbered gears and the even-numbered gears, and the engine shifted at the even-numbered gears. It is possible to synthesize the power and the motor power shifted at odd stages.
- the first clutch C ⁇ b> 1 is controlled to be in a released state, so that engine power is not transmitted to the drive wheels DW via the first transmission mechanism 11. Further, the gear position of the first transmission mechanism 11 to be pre-shifted can be freely selected according to the traveling state of the hybrid vehicle V.
- the charge travel mode is a travel mode in which a part of engine power is converted into electric power by the motor 4 to generate electric power, and the generated electric power is charged to the battery 52.
- the engine torque is basically controlled so that good fuel consumption of the engine 3 can be obtained. Further, power is generated by the motor 4 using a surplus of the engine torque with respect to the required torque TRQ, and the generated power is charged in the battery 52 (regeneration).
- the gear ratio of the motor power is the speed change of the first speed change mechanism 11. It becomes the same as the gear ratio of the stage. Further, when the engine power is being shifted by the second transmission mechanism 12 (even-numbered stage), the first speed stage, the third speed stage, the fifth speed stage of the first transmission mechanism 11 or the It is possible to select any gear ratio of the seventh gear.
- the deceleration regeneration mode is a traveling mode in which, when it is determined that the hybrid vehicle V is traveling at a reduced speed, power is generated by the motor 4 using the power of the drive wheels DW and the generated power is charged to the battery 52. is there.
- charging the battery 52 with the electric power generated by the motor 4 is appropriately referred to as “regeneration”. Whether or not the hybrid vehicle V is traveling at a reduced speed is determined based on the accelerator pedal opening AP.
- the fuel supply to the engine 3 is stopped (fuel cut).
- the first and second clutches C1 and C2 are controlled in the same manner as in the EV traveling mode, whereby the motor 4 and the drive wheels DW are disconnected from the engine 3, so that the drive wheels DW Power is not transmitted to the engine 3 in vain.
- the power of the drive wheels DW is transmitted to the motor 4 in a shifted state via the final gear FG, the gear 21a, the output shaft 21, and the first transmission mechanism 11.
- the power of the drive wheels DW transmitted to the motor 4 is converted into electric power and charged in the battery 52 (regeneration). Accordingly, a braking force corresponding to the generated electric power is transmitted from the motor 4 to the drive wheel DW.
- the first clutch C1 can be engaged in order to obtain the braking force by the engine brake.
- the ENG start mode is an operation mode for starting the engine 3.
- the first input shaft 13 is engaged with the crankshaft 3a by controlling the first clutch C1 to the engaged state, and the first By controlling the two-clutch C2 to the released state, the engagement of the second input shaft 32 with the crankshaft 3a is released. Further, all the gear positions of the first transmission mechanism 11 are released (neutral), and electric power is supplied from the battery 52 to the motor 4 to generate motor power.
- the motor power is transmitted to the crankshaft 3a via the first input shaft 13 and the first clutch C1, and the crankshaft 3a rotates.
- the engine 3 is started by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3 in accordance with the CRK signal described above.
- the motor power transmitted to the sun gear 12a via the first input shaft 13 is transmitted to the ring gear 12b via the planetary gear 12c, but the ring gear 12b is allowed to rotate as described above, so that the ring gear is allowed to rotate. Since 12b idles, it is not transmitted to the drive wheel DW via the carrier 12d or the like.
- the first clutch C1 in the released state is engaged, and the first input shaft 13 is engaged with the crankshaft 3a. Thereby, motor power is transmitted to the crankshaft 3a, and the crankshaft 3a rotates.
- the engine 3 is started by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3 in accordance with the CRK signal. In this case, by gradually increasing the fastening force of the first clutch C1, the torque transmitted from the motor 4 to the drive wheels DW will not be suddenly reduced, so that good drivability can be ensured.
- This control controls the operation of the motor 4 and selects the gear position of the first transmission mechanism 11 in the above-described deceleration regeneration mode.
- the deceleration regeneration mode basically, the power generated by the motor 4 is controlled according to the detected brake pedaling force BP. Thereby, the braking force acting on the drive wheel DW from the motor 4 is controlled to a magnitude corresponding to the brake pedaling force BP.
- FIG. 3 shows a process for selecting the gear position of the first transmission mechanism 11 during the deceleration regeneration mode, and this process is repeatedly executed at predetermined time intervals.
- step 1 illustrated as “S1”, the same applies hereinafter
- a first charge amount CH1 is calculated. This first charge amount CH1 charges the battery 52 when it is assumed that regeneration by the motor 4 is performed from the current time until the hybrid vehicle V stops while the gear position of the first transmission mechanism 11 is held at the current gear position. This is a predicted value of the charged amount.
- the first charge amount CH1 is calculated as follows. That is, first, the electric energy conversion efficiency is calculated by searching the conversion efficiency map shown in FIG. 4 according to the detected vehicle speed VP, drive wheel torque TDW, and the current gear position. This electric energy conversion efficiency is the conversion efficiency (electric energy / travel energy) when the travel energy of the hybrid vehicle V is converted into the electrical energy charged in the battery 52.
- the conversion efficiency map defines the electric energy conversion efficiency for each gear position with respect to the vehicle speed VP and the drive wheel torque TDW.
- the power transmission efficiency of each gear position of the first transmission mechanism 11 and the motor 4 The power generation efficiency of the battery 52 and the charging efficiency of the battery 52 are set in advance.
- the power transmission efficiency is a ratio between the torque output from the first transmission mechanism 11 and the torque input to the first transmission mechanism 11, and the power generation efficiency is the electric energy generated by the motor 4 and the motor 4.
- the charging ratio and the torque input to the battery 52 are the ratio between the electric energy charged in the battery 52 and the electric energy supplied to the battery 52.
- the level of the electric energy conversion efficiency is shown by hatching.
- a torque (hereinafter referred to as “motor transmission torque”) transmitted to the motor 4 is calculated by searching a predetermined map (not shown) in accordance with the brake pedaling force BP and the current gear position.
- the first charge amount CH1 is calculated according to the electric energy conversion efficiency, the motor transmission torque, and the vehicle stop time.
- This vehicle stop time is a predicted value of the time required until the hybrid vehicle V stops from the present time, and is calculated by searching a predetermined map (not shown) according to the vehicle speed VP and the brake pedaling force BP. .
- the above calculation of the first charge amount CH1 is performed on the assumption that the brake depression force BP does not change.
- step 2 following step 1 the required shift time TIM is calculated.
- This shift required time TIM is the time required from the start of the change to the completion when the shift is changed from the current shift to the target shift.
- the target shift speed is set by searching the above-described conversion efficiency map (FIG. 4) according to the vehicle speed VP and the drive wheel torque TDW. Specifically, the electric energy conversion efficiency is calculated for each gear position based on the conversion efficiency map, and the gear position corresponding to the highest electric energy conversion efficiency among the calculated plurality of electric energy conversion efficiencies is determined as the target gear shift.
- the shift required time TIM is calculated by searching a predetermined map (not shown) according to the current shift speed and the target shift speed.
- Step 5 described later is executed, whereby the shift speed is held at the current shift speed.
- the second charge amount CH2 is calculated (step 3).
- the second charge amount CH2 is a charge that is charged to the battery 52 when it is assumed that the shift stage is changed to the target shift stage until the hybrid vehicle V stops and regeneration is performed until the hybrid vehicle V stops. A predicted value of quantity.
- the calculation of the second charge amount CH2 is performed as follows.
- the electric energy conversion efficiency is calculated by searching the power generation efficiency map (FIG. 4) according to the vehicle speed VP, the drive wheel torque TDW, and the target gear position.
- the motor transmission torque is calculated by searching the map according to the brake pedaling force BP and the target shift speed, and the second charge amount CH2 is set according to the calculated electric energy conversion efficiency, the motor transmission torque, and the stop time after completion of the shift. Is calculated.
- the stop time after completion of the shift is calculated by subtracting the required shift time TIM calculated in step 2 from the vehicle stop time described in the description of step 2.
- the second charge amount CH2 is obtained when the battery 52 is regenerated when the shift speed is changed to the target shift speed from when the shift required time TIM elapses until the hybrid vehicle V stops. Is calculated as the amount of charge charged. The above calculation of the second charge amount CH2 is performed on the assumption that the brake depression force BP does not change.
- step 4 it is determined whether the gear position should be maintained or changed to the target gear position. Specifically, it is determined whether or not the first charge amount CH1 calculated in step 1 is larger than the second charge amount CH2 calculated in step 3. If the answer is YES (CH1> CH2), the first charge amount, which is the charge amount when it is assumed that the shift stage is maintained, is the charge amount when the shift stage is changed to the target shift stage. When it is greater than 2 charge amount CH2, it is determined that the gear position should be maintained at the current gear position. Then, in response to this determination result, the gear position of the first transmission mechanism 11 is held at the current gear position (step 5), and this process is terminated.
- step 4 when the answer to step 4 is NO and the first charge amount CH1 is equal to or less than the second charge amount CH2, it is determined that the gear position should be changed to the target gear position. Then, in response to this determination result, the gear position is changed to the target gear position (step 6), and this process is terminated.
- the period from the start of the change to the completion thereof that is, from the release of the first and second synchro clutches SC1 and SC2 to the engagement.
- the transmission of power between the drive wheel DW and the motor 4 is interrupted, and as a result, regeneration by the motor 4 cannot be performed and is generated by the motor 4 along with the regeneration.
- the braking force to be transmitted is not transmitted to the drive wheel DW.
- the ECU 2 determines whether or not the brake B is operable, and when it is determined that the brake B is operable, the ECU 2 starts changing the gear position to the target gear position in step 6. Further, during the change of the gear position, in order to decelerate the hybrid vehicle V, the operation of the brake B is controlled based on the brake depression force BP.
- the start timing of the gear stage change is equal to the time required from the present time until the brake B can be operated. Since it is delayed, the shift required time TIM is corrected to a longer time.
- the ECU 2 is one of a first condition that the calculated state of charge SOC is equal to or higher than the upper limit value and a second condition that the detected battery temperature TB is equal to or higher than a predetermined temperature while the hybrid vehicle V is traveling at a reduced speed. It is determined whether or not is established. When it is determined that the condition is satisfied, regeneration by the motor 4 in the deceleration regeneration mode is prohibited. While the regeneration is prohibited, the operation of the brake B is controlled based on the brake pedaling force BP in order to decelerate the hybrid vehicle V.
- the ECU 2 predicts the traveling state of the hybrid vehicle V based on the road information around the hybrid vehicle V traveling that is stored in the car navigation system 68 described above. Then, the traveling mode of the hybrid vehicle V is selected according to the predicted traveling state of the hybrid vehicle V. Thereby, for example, when the hybrid vehicle V is predicted to travel downhill, the charge amount of the battery 52 is expected to increase in the deceleration regeneration mode during downhill travel, so the ENG travel mode is selected. When it is predicted that the vehicle travels on an uphill, the assist travel mode is expected to be selected during the travel on the uphill, so that the charge travel mode is selected in order to charge the battery 52 in advance.
- FIG. 5 and 6 show an example of the operation of the control device 1 in the deceleration regeneration mode. More specifically, FIG. 5 shows a case where the gear position of the first speed change mechanism 11 is changed from the third gear to the first gear, and FIG. 6 shows a case where the first gear is held at the third gear.
- NMot is the rotational speed of the motor 4 (hereinafter referred to as “motor rotational speed”)
- MotTrq is the motor torque (torque of the motor 4)
- DwTrq is applied from the motor 4 to the drive wheel DW.
- Braking torque hereinafter referred to as “driving wheel braking torque”.
- the motor torque MotTrq is indicated by a negative value ( ⁇ ) when a regenerative braking force is generated in the motor 4, and is indicated by a positive value (+) when power is output by supplying power. .
- “Shift stage” is the shift stage of the first transmission mechanism 11, 3 rd is the third speed stage, N is the neutral (lock mechanism BR: OFF state, the third speed gear 14, the fifth speed gear 15 and the seventh speed gear 16. : Disengagement) 1st is the first gear. 5 and 6 both show an example of operation when regeneration by the motor 4 is performed until a predetermined time elapses. During this predetermined time, the vehicle speed VP decreases from the current time to a predetermined speed. It is set as the time until.
- the motor torque MotTrq that is a negative value is The value is controlled to be 0.
- the drive wheel braking torque DWTrq also changes to a value of 0, and the vehicle speed VP decreases with a smaller slope than when the shift speed is maintained at the third speed (dashed line in FIG. 5).
- the gear position is controlled to neutral in order to change the gear position to the first gear. In this case, the gear position does not become neutral immediately due to a response delay of the first sync clutch SC1. Thereafter, when the gear position becomes neutral (time point t3), the motor rotation speed NMot is adjusted to the gear rotation speed determined by the vehicle speed VP at that time and the gear ratio of the first gear speed (hereinafter referred to as “speed adjustment for gear shifting”). Therefore, electric power is supplied from the battery 52 to the motor 4. As a result, the motor torque MotTrq becomes a positive value, and the motor rotation speed NMot increases.
- the crankshaft 3a of the engine 3 and the first input shaft 13 of the first transmission mechanism 11 are engaged with each other by the first clutch C1, and the crankshaft 3a and the second transmission mechanism are engaged.
- the engagement of the 31 with the second input shaft 32 is released by the second clutch C2
- the engine power is driven in a state where the engine power is shifted at any one of the plurality of shift stages of the first transmission mechanism 11. It is transmitted to the wheel DW.
- the first charge amount CH1 that is a predicted value of the charge amount charged to the battery 52 when it is assumed that regeneration by the motor 4 is performed until the hybrid vehicle V stops while maintaining the gear position.
- Is calculated (step 1) and the required shift time TIM is calculated (step 2). Further, this is a predicted value of the amount of charge that is charged to the battery 52 when it is assumed that the shift stage is changed to the target shift stage until the hybrid vehicle V stops and regeneration is performed until the hybrid vehicle V stops.
- a second charge amount CH2 is calculated (step 3).
- the second charge amount CH2 which is the charge amount when the gear position is changed, can be predicted with high accuracy in accordance with the shift missing (power transmission interruption due to the gear position change in the first transmission mechanism 11). it can.
- step 4 based on the calculated first and second charge amounts CH1 and CH2, it is determined whether the gear position should be maintained or changed to the target gear position (step 4). As a result, when CH1> CH2, the gear shift is performed. On the other hand, the speed is maintained at the current speed (step 5). On the other hand, when CH1 ⁇ CH2, the speed is changed to the target speed (step 6). As described above, a larger charge amount can be obtained, and as a result, the fuel efficiency of the hybrid vehicle V can be improved.
- the hybrid vehicle V since the operation of the brake B is controlled in order to decelerate the hybrid vehicle V during the deceleration regeneration mode and during the change of the gear stage to the target gear stage, the hybrid vehicle V does not generate a shock. Can be decelerated appropriately. Further, during the deceleration regeneration mode, it is determined whether or not the brake B can be operated, and when it is determined that the brake B can be operated, the shift to the target shift stage is started. Therefore, the above-described effect, that is, the effect that the hybrid vehicle V can be appropriately decelerated so as not to generate a shock can be reliably obtained.
- the hybrid vehicle V it is determined whether one of the first condition that the state of charge SOC is equal to or higher than the upper limit value and the second condition that the battery temperature TB is equal to or higher than a predetermined temperature is satisfied while the hybrid vehicle V is traveling at a reduced speed.
- regeneration by the motor 4 is prohibited when it is determined that one of the first and second conditions is satisfied. Therefore, overheating of the battery 52 can be prevented.
- the operation of the brake B is controlled to decelerate the hybrid vehicle V while the regeneration is prohibited, the hybrid vehicle V can be appropriately decelerated so as not to generate a shock.
- the traveling state of the hybrid vehicle V is predicted based on data representing the road information around the hybrid vehicle V traveling, and the hybrid vehicle V is in accordance with the predicted traveling state of the hybrid vehicle V.
- a travel mode is selected.
- a travel mode suitable for the travel situation of the hybrid vehicle V can be selected. For example, when the hybrid vehicle V is predicted to travel downhill, the charge amount of the battery 52 is expected to increase in the deceleration regeneration mode during downhill travel, so the ENG travel mode can be selected.
- the assist travel mode is predicted to be selected during the travel on the uphill, so that the charge travel mode can be selected in order to charge the battery 52 in advance. .
- FIG. 7 shows another example of the process of selecting the gear position of the first speed change mechanism during the deceleration regeneration mode.
- This process is mainly different from the process shown in FIG. 3 in that the determination as to whether the gear position should be maintained or the target gear position should be changed is made based on the loss regenerative electric energy LRE.
- the loss regenerative electric energy LRE is changed to the above-described target shift stage and regenerated by the motor 4 during the deceleration regeneration mode.
- the first transmission mechanism 11 associated with the change of the shift stage is used. Electric energy that cannot be regenerated due to the interruption of power transmission.
- the loss regenerative electric energy LRE is calculated by searching a predetermined map (not shown) according to the brake pedaling force BP and the vehicle speed VP. Next, it is determined whether or not the calculated loss regenerative electric energy LRE is larger than a predetermined value LREREF (step 12). If the answer is YES and the loss regenerative electric energy LRE> predetermined value LREREF, the change of the gear to the target gear is prohibited, the gear is held at the current gear (step 13), and this process is performed. finish.
- step 13 determines whether the gear position is changed to the target gear position (step 14). If the answer to step 13 is NO and the loss regenerative electric energy LRE ⁇ the predetermined value LREREF, the gear position is changed to the target gear position (step 14), and the present process is terminated.
- the first speed change accompanying the change of the speed change stage is performed.
- Loss regenerative electric energy LRE which is electric energy that cannot be regenerated due to interruption of power transmission in mechanism 11, is predicted. Further, during the deceleration regeneration mode, when the predicted loss regenerative electric energy LRE is larger than the predetermined value LREREF, the change of the shift speed to the target shift speed is prohibited.
- the braking force generated by the motor 4 along with regeneration is controlled by controlling the power generated by the motor 4 in accordance with the brake pedaling force BP. Furthermore, since the brake pedaling force BP and the vehicle speed VP are used as parameters for predicting the loss regenerative electric energy LRE, this prediction can be performed appropriately.
- the present invention is also applicable to the hybrid vehicle V ′ shown in FIG.
- the hybrid vehicle V ′ shown in FIG. 8 is mainly different from the hybrid vehicle V in that a transmission mechanism 71 is provided instead of the first and second transmission mechanisms 11 and 31 described above.
- the speed change mechanism 71 is a stepped automatic transmission and has an input shaft 72 and an output shaft 73.
- the input shaft 72 is connected to the crankshaft 3 a via the clutch C, and the rotor 4 b of the motor 4 is integrally attached to the input shaft 72.
- the clutch C is a dry multi-plate clutch similar to the first and second clutches C1 and C2.
- a gear 73a is integrally attached to the output shaft 73, and the gear 73a meshes with the above-described final gear FG.
- the output shaft 73 is connected to the drive wheels DW and DW via the gear 73a and the final gear FG.
- the engine power and the motor power are input to the input shaft 72, and the input power is one of a plurality of shift speeds (for example, 1st speed to 7th speed). The speed is changed and transmitted to the drive wheels DW and DW.
- the operation of the speed change mechanism 71 is controlled by the ECU 2.
- the transmission mechanism 71 is configured to transmit both engine power and motor power to the drive wheels DW in a shifted state, but the transmission mechanism transmits the engine power to the drive wheels DW in a shifted state;
- a speed change mechanism that transmits the motor power to the drive wheel DW in a state in which the motor power is changed may be provided separately.
- the present invention can also be applied to a hybrid vehicle including only the motor 4 as a power source. In this case, the motor power is transmitted to the drive wheels DW while being shifted by the speed change mechanism 71.
- the shift to the target shift stage is started when it is determined that the brake B is operable.
- the brake pedaling force BP is a predetermined value.
- the first and second charge amounts CH1 and CH2 are calculated as predicted values of the charge amount until the hybrid vehicle V stops, but until a predetermined regeneration time elapses. It may be calculated as a predicted value of the charge amount at. In this case, the regeneration time is set to a time from the current time until the vehicle speed VP decreases to a predetermined speed.
- the setting (holding / changing) of the shift stage based on the first and second charge amounts CH1 and CH2 is performed during the deceleration regeneration mode, but may be performed during the charge travel mode.
- the first charge amount the amount of charge charged in the battery 52 is calculated when it is assumed that regeneration by the motor 4 is performed for a predetermined regeneration time while the shift stage is maintained during the charge travel.
- the second charge amount during charging, the battery 52 is charged when regeneration is performed by the motor 4 with the time difference between the regeneration time and the required shift speed TIM and the shift speed changed to the target shift speed. The amount of charge is calculated.
- the regeneration time is set to an appropriate time.
- the target shift speed is set according to the vehicle speed VP and the drive wheel torque TDW.
- the power generation efficiency of the motor 4 is higher as the rotation speed is higher. Since a higher and larger charge amount can be obtained, the target shift stage can be set to an arbitrary shift stage on the lower speed side than the current shift stage or set to the first speed stage on the lowest speed side. Also good.
- the brake depression force BP that is the depression force of the brake pedal is detected as the operation amount of the brake pedal, but the operation amount of the brake pedal itself may be detected.
- the shift required time TIM is calculated using a map, but may be calculated using a predetermined mathematical formula.
- the first and second charge amounts CH1 and CH2 are converted efficiency maps in which the power transmission efficiency of the first transmission mechanism 11, the power generation efficiency of the motor 4 and the charging efficiency of the battery 52 are reflected (FIG. 4). However, it may be calculated as follows, for example. That is, without using this conversion efficiency map, the power transmission efficiency, power generation efficiency and charging efficiency are calculated in real time, and the calculated power transmission efficiency, power generation efficiency and charging efficiency and the above-described motor transmission torque are calculated. Accordingly, the first and second charge amounts CH1 and CH2 may be calculated.
- the power transmission efficiency is calculated by searching a predetermined map (not shown) according to, for example, the vehicle speed VP and the drive wheel torque TDW
- the power generation efficiency is, for example, the vehicle speed VP and the first transmission mechanism 11. It is calculated by searching a predetermined map (not shown) according to the motor rotation speed NMot determined by the shift speed of the motor.
- the charging efficiency is calculated by searching a predetermined map (not shown) according to the battery temperature TB, for example.
- a predetermined mathematical formula may be used without using a map.
- FIG. 9 shows the main routine, which is executed every predetermined time.
- step 101 it is determined whether or not the state of charge SOC of the battery 52 is lower than a predetermined first lower limit SOCL1 that is low enough to charge the battery 52.
- step 102 normal travel control is executed, and this process is terminated.
- any of the ENG travel mode, EV travel mode, or assist travel mode is basically selected as the travel mode in accordance with the vehicle speed VP, the required torque TRQ, and the state of charge SOC.
- the traveling mode the gear stage having the highest overall efficiency, which will be described later, is selected.
- step 101 if the answer to step 101 is YES and SOC ⁇ SOCL1, the engine 3 is put into an operating state in step 103, and then the process proceeds to step 104. Specifically, when the travel mode so far is the EV travel mode and the engine 3 is stopped, the engine 3 is forcibly started. On the other hand, when the engine 3 is in operation, the stop is prohibited and the engine 3 is kept in the operation state.
- step 104 charge priority running control is executed.
- FIG. 10 shows the subroutine.
- step 111 optimal fuel consumption control is executed.
- the BSFC bottom torque that provides the minimum fuel consumption rate of the engine 3 is obtained according to the engine speed NE, and the engine torque is controlled to the calculated BSFC bottom torque.
- step 112 the insufficient power SOCsh is calculated by subtracting the current state of charge SOC from a predetermined target state of charge SOCM.
- step 113 the necessary per unit time required to restore the state of charge SOC of the battery 52 to the target state of charge SOCM at the predetermined time Tref by dividing the calculated insufficient power SOCsh by the predetermined time Tref. The power EPreq is calculated.
- step 114 the charge amount EP of the battery 52 is calculated according to the vehicle speed VP and the required torque TRQ.
- This calculation is performed by using a charge amount map as shown in FIG. 11 for each combination of the shift speed of the first transmission mechanism 11 and the shift speed of the second transmission mechanism 31 (hereinafter referred to as “shift pattern”).
- This charge amount map is an example in the case of a shift pattern in which the speed of the engine 3 and the motor 4 is both the third speed, and the charge amount EP per unit time of the battery 52 with respect to the vehicle speed VP and the required torque TRQ. Is obtained in advance by experiments and set as a map. Note that the charge amount map is actually composed of a plurality of maps corresponding to all the shift patterns, and the charge amount EP is calculated for each shift pattern using these maps.
- step 115 a shift pattern that satisfies the condition that the calculated charge amount EP is equal to or greater than the required power EPreq is preliminarily selected from the plurality of shift patterns.
- step 116 the prediction efficiency Ehat is calculated for each of the preselected shift patterns.
- This predicted efficiency Ehat corresponds to the efficiency when the electric power charged in the battery 52 is used for power conversion in the motor 4 in the future, and is calculated according to the vehicle speed VP, the required torque TRQ, the state of charge SOC, and the like. .
- the total efficiency TE is calculated for each of the preselected shift patterns. This total efficiency TE corresponds to the total efficiency until fuel as an energy source in the hybrid vehicle V is finally used as travel energy.
- the overall efficiency TE includes the efficiency of the engine 3, the efficiency of the motor 4, the charging efficiency of the battery 52, the efficiency of the first and second transmission mechanisms 11, 31, and the like. These efficiency are the vehicle speed VP and the required torque TRQ. It is calculated according to. The total efficiency TE is calculated using these calculated efficiencies and the predicted efficiency Ehat calculated in step 16.
- step 118 the shift pattern having the largest calculated total efficiency TE is finally selected from the shift patterns preliminarily selected, and this process ends.
- Traveling in the charging travel mode is executed using the shift pattern selected as described above, the difference between the BSFC bottom torque and the required torque TRQ is used for regeneration by the motor 4, and the electric power generated by the regeneration is stored in the battery. 52 is charged. Thereby, the state of charge SOC of the battery 52 can be recovered to the target state of charge SOCM within a predetermined time Tref, and the maximum total efficiency TE can be obtained while satisfying the condition.
- the state of charge SOC further decreases and is lower than the lower limit value SOCL1 when the second speed stage or the fourth speed stage of the second speed change mechanism 31 is selected as the gear stage of the engine power.
- the following control is executed. First, the shift speed of the engine power of the second speed change mechanism 31 is shifted to the high speed side by one speed (for example, from the fourth speed to the sixth speed), and the shift speed after the shift and the The charge amount EP is searched for each shift pattern using the above-described charge amount map corresponding to a combination (shift pattern) with a plurality of shift speeds on the motor 4 side of the one transmission mechanism 11. Then, the shift pattern having the largest retrieved charge amount EP is selected from the plurality of shift patterns. As a result, the state of charge SOC of the battery 52 that has fallen below the second lower limit SOCL2 can be recovered early.
- the ECU 2 predicts the traveling state of the hybrid vehicle V based on the road information around the hybrid vehicle V traveling that is stored in the car navigation system 68 described above. Then, a shift pattern is selected according to the predicted traveling state of the hybrid vehicle V. Specifically, when the hybrid vehicle V is predicted to travel downhill, the shift pattern having the largest engine torque is selected. When the hybrid vehicle V is predicted to travel uphill, a charge amount map as shown in FIG. Referring to, the shift pattern having the largest charge amount EP is selected.
- the shift pattern with the largest engine torque is selected.
- the engine torque is controlled to be the BSFC bottom torque. Can be improved.
- the difference between the BSFC bottom torque and the required torque TRQ is used for regeneration by the motor 4, and the electric power generated by the regeneration is charged in the battery 52. Therefore, the state of charge SOC of the battery 52 below the first lower limit SOCL1 Can be reliably recovered.
- a plurality of shift patterns that can recover the state of charge SOC of the battery 52 that has fallen below the first lower limit SOCL to the target state of charge SOCM within a predetermined time Tref are preliminarily selected. Since the shift pattern having the largest overall efficiency TE of the hybrid vehicle V is finally selected from the plurality of shift patterns selected in advance, the state of charge SOC of the battery 52 is restored to the target state of charge SOCM within a predetermined time Tref. In addition, the maximum overall efficiency TE can be obtained while satisfying the conditions.
- the state of charge SOC further decreases and a predetermined value lower than the lower limit SOCL1 When it becomes lower than the second lower limit SOCL2, the speed of the engine power of the second speed change mechanism 31 is shifted to the first speed, and the maximum charge amount EP is obtained with respect to the speed after the shift. Since the gear position on the motor 4 side of the first transmission mechanism 11 is selected, the state of charge SOC of the battery 52 that has fallen below the second lower limit SOCL2 can be recovered early.
- the shift pattern is selected according to the traveling state of the hybrid vehicle V predicted by the car navigation system 66, when the hybrid vehicle V is predicted to travel downhill, the shift pattern having the largest engine torque is selected. When the vehicle is selected and is expected to travel uphill, the shift pattern with the largest charge amount EP can be selected.
- the state of charge SOC is lower than the first lower limit SOCL1
- the engine 3 is forcibly started, and the engine 3 Is being stopped and the engine 3 is kept in the operating state, so that the state of charge SOC of the battery 52 below the first lower limit SOCL1 can be recovered.
- the present invention can also be applied to the hybrid vehicle V ′ shown in FIG. 8 described above. Even when the control process according to the second embodiment of the present invention is applied to the hybrid vehicle V ′, the selection of the travel mode, the selection of the shift speed, and the selection of the travel mode are the same as in the case of the control device 1 described above. Therefore, detailed description thereof will be omitted. Thereby, the effect by embodiment mentioned above can be acquired similarly.
- the total efficiency TE is calculated according to the efficiency of the engine 3, the efficiency of the motor 4, the charging efficiency of the battery 52, and the efficiency of the first and second transmission mechanisms 11 and 31, In addition to or instead of these, other appropriate efficiencies may be performed.
- control of the hybrid vehicle V according to the third embodiment of the present invention will be described with reference to FIGS.
- the ENG traveling mode, the assist traveling mode, or the charging traveling mode described above is selected, and the gear position in each traveling mode is selected.
- This total fuel consumption rate TSFC is a ratio of the fuel amount to the final travel energy when it is assumed that the fuel as the energy source in the hybrid vehicle V is finally converted into the travel energy of the hybrid vehicle. Therefore, the smaller the value is, the better the fuel efficiency of the hybrid vehicle V is.
- the total fuel consumption rate TSFC is calculated using the amount of fuel supplied for traveling the hybrid vehicle V to the engine 3, the efficiency of the engine 3, and the efficiency of the first and second transmission mechanisms 11 and 31 in the ENG traveling mode.
- engine driving parameters are collectively referred to as “engine driving parameters”.
- the total fuel consumption rate TSFC is the past supply fuel amount that has been supplied to the engine 3 in the past in order to charge the battery 52 with the power for assist travel, in addition to the engine drive parameter, It is calculated using the discharge efficiency of the battery 52, the drive efficiency of the motor 4, and the efficiency of the first and second transmission mechanisms 11, 31.
- the total fuel consumption rate TSFC is determined in addition to the engine drive parameter, the amount of fuel supplied for charging by the motor 4 to the engine 3, the efficiency of the engine 3, the first and second transmission mechanisms 11, It is calculated using the predicted efficiency which is the efficiency when the efficiency of 31, the power generation efficiency of the motor 4, the charging efficiency of the battery 52, and the electric power of the battery 52 are used in the travel of the hybrid vehicle V in the future.
- the total fuel consumption rate TSFC calculated as described above reflects not only the fuel consumption rate of the engine 3 but also the efficiency of the first and second transmission mechanisms 11 and 31, and further in the assist travel mode or the charge travel mode, The driving efficiency and power generation efficiency of the motor 4 and the discharging efficiency and charging efficiency of the battery 52 are reflected.
- the map in FIG. 12 defines the total fuel consumption rate TSFC obtained in the ENG travel mode with respect to the vehicle speed VP (horizontal axis) and the required torque TRQ (vertical axis).
- the map of FIG. 13 defines the total fuel consumption rate TSFC obtained in the assist travel mode or the charge travel mode with respect to the vehicle speed VP and the required torque TRQ when the engine 3 is operated with the BSFC bottom torque.
- This BSFC bottom torque is a torque that provides the minimum fuel consumption rate of the engine 3 with respect to the engine speed NE determined by the gear position of the engine 3 and the vehicle speed VP.
- FIG. 14 shows the total fuel consumption rate TSFC obtained by cutting the maps of FIGS. 12 and 13 along the required torque TRQ at the same vehicle speed VPREF for the three driving modes.
- the smaller side of the total fuel consumption rate TSFC is shown on the upper side, and thus the upper side of the figure indicates that the fuel efficiency of the hybrid vehicle V is better.
- the total fuel consumption rate TSFC is minimized when the engine torque is the BSFC bottom torque.
- the total fuel consumption rate TSFC in the ENG travel mode is smaller than the total fuel consumption rate TSFC in the assist travel mode or the charge travel mode (hatched portion in the figure).
- FIGS. 15 to 17 show the total fuel consumption rate maps used for selection of the driving mode and the shift speed. Such a total fuel consumption rate map is actually set for each shift speed (1st speed to 7th speed) of the engine power and stored in the ECU 2.
- FIGS. 15 to 17 show the 3rd speed. This is an example of the fifth to fifth gears.
- each total fuel consumption rate map defines the total fuel consumption rate TSFC with respect to the vehicle speed VP (horizontal axis) and the required torque TRQ (vertical axis), as in FIGS. 12 and 13. Is.
- Each total fuel consumption rate map is set with an ENG (engine) travel region, an assist travel region with a larger required torque TRQ, and a charge travel region with a lower required torque TRQ than the ENG travel region. ing.
- the ENG travel region is a region where the smallest total fuel consumption rate TSFC can be obtained in the ENG travel mode among the three travel modes at each shift stage of the engine power. From the relationship described with reference to FIG. 14, the ENG travel region includes a BSFC bottom line that connects BSFC bottom torque, and the BSFC bottom line extends across the ENG travel region.
- the assist travel area is an area in which the smallest total fuel consumption rate TSFC is obtained in the assist travel mode among the three travel modes.
- the boundary line between the assist travel area and the ENG travel area is an assist prohibition line.
- the assist prohibition line connects the total fuel consumption rate TSFC obtained in the ENG travel mode and the total fuel consumption rate TSFC obtained in the assist travel mode. Is.
- the charging traveling area is an area in which the smallest total fuel consumption rate TSFC is obtained in the charging traveling mode among the three traveling modes.
- the boundary line between the charge travel area and the ENG travel area is a charge prohibition line. As is clear from the above definition, this charge prohibition line connects the total fuel consumption rate TSFC obtained in the ENG travel mode and the total fuel consumption rate TSFC obtained in the charge travel mode. Is.
- FIG. 18 shows the total fuel consumption rate TSFC obtained by cutting the maps of FIGS. 15 to 17 along the required torque TRQ at the same vehicle speed VPREF in order to show the above relationship.
- the assist is obtained by selecting the ENG travel mode.
- the assist travel mode is selected, and when belonging to the charge travel region, the charge travel mode is selected, so that the minimum total fuel consumption rate TSFC at the engine power shift stage is reduced. can get.
- a combination of the engine power shift stage and the motor power shift stage set by the first transmission mechanism 11 (shift pattern). Can be arbitrarily selected, and the total fuel consumption rate TSFC differs depending on the shift pattern. For this reason, as shown in FIG. 16, in the total fuel consumption rate map for even stages of engine power, the assist travel region and the charge travel region have a plurality of shift patterns for each shift pattern that provides the minimum total fuel consumption rate TSFC. It is divided into areas. For example, “ENG4 / MOT3” in the figure indicates a shift pattern in which the gear speed of the engine power is the fourth speed and the gear speed of the motor power is the third speed.
- the total fuel consumption rate map set as described above is searched according to the vehicle speed VP and the required torque TRQ, and the region to which the combination of both is found is obtained.
- the travel mode in which the minimum total fuel consumption rate is obtained and a shift pattern when the travel mode is the assist travel mode or the charge travel mode.
- FIG. 19 shows a driving mode selection process in which the driving mode is selected according to the shift speed of the engine power using the above-described total fuel consumption rate map. This process is executed by the ECU 2 every predetermined time.
- step 201 an assist prohibition determination value TASTNG is calculated according to the engine speed and the vehicle speed VP set at that time. Specifically, the total fuel consumption rate map for the engine power shift stage is searched, the value of the required torque TRQ on the assist prohibition line corresponding to the vehicle speed VP is read, and set as the assist prohibition determination value TASTNG.
- a charge prohibition determination value TCHGNG is calculated according to the gear stage of the engine power and the vehicle speed VP (step 202). Specifically, the total fuel consumption rate map is searched, the value of the required torque TRQ on the charge prohibition line corresponding to the vehicle speed VP is read, and set as the charge prohibition determination value TCHGNG.
- step 203 it is determined whether or not the required torque TRQ is larger than the assist prohibition determination value TASTNG (step 203).
- this answer is YES, that is, when the required torque TRQ is above the assist prohibition line and the combination of the vehicle speed VP and the required torque TRQ belongs to the assist travel area, the assist travel mode is selected as the travel mode ( Step 204), the process is terminated.
- step 203 it is determined whether or not the required torque TRQ is smaller than the charge prohibition determination value TCHGNG (step 205).
- this answer is NO, that is, when the required torque TRQ is lower than the assist prohibited line and higher than the charge prohibited line and the combination of the vehicle speed VP and the required torque TRQ belongs to the ENG travel area, the travel mode is set to the ENG travel mode. Is selected (step 206), and this process is terminated.
- step 207 A travel mode is selected (step 207), and this process is terminated.
- a driving mode that can obtain the minimum total fuel processing rate TSFC can be appropriately selected according to the gear stage of the engine power, the vehicle speed VP, and the required torque TRQ.
- the travel mode is selected according to the already determined engine power shift speed.
- the travel mode and the engine power shift speed are determined according to the vehicle speed VP and the required torque TRQ. You can also select them at the same time.
- the total fuel consumption rate TSFC at each engine power shift stage is calculated by searching all the total fuel consumption rate maps according to the vehicle speed VP and the required torque TRQ.
- these calculated total fuel consumption rates TSFC are compared with each other, and the minimum total fuel consumption rate TSFC, the total fuel consumption rate map including the total fuel consumption rate TSFC, and the travel region are specified.
- a travel mode corresponding to the identified travel region is selected, and a shift stage of engine power corresponding to the identified total fuel consumption rate map is selected.
- a shift pattern is also selected.
- the above-described example uses a plurality of total fuel consumption rate maps set for each shift stage of engine power, but one total fuel consumption rate map obtained by integrating the plurality of total fuel consumption rate maps. May be used. That is, in this case, one total fuel consumption rate map is set in advance by superimposing all of the plurality of total fuel consumption rate maps described above and leaving a portion indicating the minimum total fuel consumption rate TSFC among them. To do. Then, the integrated fuel consumption rate map integrated as described above is searched according to the vehicle speed VP and the required torque TRQ, and the region to which the combination of the two belongs is specified. It is possible to easily and appropriately select a traveling mode and a gear position at which the total fuel consumption rate TSFC is obtained.
- the ECU 2 operates the motor 4 so as to increase the amount of regeneration by the motor 4 in the charge traveling mode in order to recover the state of charge SOC. Control. In this case, the engine torque is increased so as to compensate for the increase in the regeneration amount.
- the output of the motor 4 is limited, and the assist of the engine 3 by the motor 4 is limited. In this case, the engine torque is increased so as to compensate for the assist limit.
- the first shift mechanism on the lower speed side than the engine power shift stage is used as the motor power shift stage. Assist travel mode using 11 shift speeds is selected.
- the ECU 2 predicts the traveling state of the hybrid vehicle V based on road information around the hybrid vehicle V that is input from the car navigation system 68 described above. Then, the gear position is selected according to the predicted traveling state of the hybrid vehicle V.
- the requested torque TRQ is prohibited from assisting based on the total fuel consumption rate map as shown in FIGS. 15 to 17 that is preset and stored for each shift stage of the engine power.
- the ENG travel mode is selected (steps 203, 205, and 206 in FIG. 19). Therefore, even when the required torque TRQ is close to the BSFC bottom torque of the engine 3, the minimum total fuel consumption rate can be obtained.
- the assist travel mode is selected (steps 203 and 204), and the required torque TRQ is charged.
- the charging travel mode is selected (steps 205 and 207).
- the vehicle speed VP and the required torque TRQ are selected from a plurality of regions divided into the assist travel region or the charge travel region. By specifying the region to which the combination belongs, it is possible to select an optimal shift pattern that provides the minimum overall fuel consumption rate.
- the minimum total fuel consumption rate is reduced. It is possible to easily select the optimum gear speed of the engine power obtained.
- the minimum total fuel consumption rate TSFC can be obtained without preparing complicated calculations by preparing a total fuel consumption rate map having the above-mentioned contents in advance and referring to the vehicle speed VP and the required torque TRQ. It is possible to easily and appropriately determine the travel mode and shift speed to be set.
- the parameters described above are used for each travel mode. Therefore, the total fuel consumption rate TSFC can be accurately calculated while reflecting the current, past and future losses of the engine 3, the first and second transmission mechanisms 11, 31, the motor 4 and the battery 52, and accordingly, The fuel consumption of the hybrid vehicle V can be further improved.
- the operation of the motor 4 is controlled so as to increase the amount of regeneration by the motor 4 in the charge travel mode. Can be recovered. Moreover, since the output of the motor 4 is limited when the battery temperature TB is equal to or higher than a predetermined temperature, an increase in the battery temperature TB can be suppressed. Further, in the case where the engine power shift stage is an even stage, when the change amount of the accelerator pedal opening AP becomes larger than a predetermined value, the motor power shift stage is a lower speed side than the engine power shift stage. Since the assist travel mode using the shift speed of the first speed change mechanism 11 is selected, a larger torque commensurate with the acceleration request can be transmitted to the drive wheels DW, and drivability can be improved.
- a gear stage suitable for the predicted driving situation of the hybrid vehicle is determined in advance. You can choose. For example, when the hybrid vehicle V is predicted to travel on a downhill, a gear position that can obtain high power generation efficiency of the motor 4 is selected, and when it is predicted to travel on an uphill, a larger torque is output. Can be selected.
- the present invention can also be applied to the hybrid vehicle V ′ shown in FIG. 8 described above. Even when the present embodiment is applied to the hybrid vehicle V ′, the selection of the travel mode and the shift speed is performed in the same manner as in the case of the control device 1 described above, and thus detailed description thereof is omitted. Thereby, the effect by embodiment mentioned above can be acquired similarly.
- the total fuel consumption rate TSFC of the hybrid vehicle is used as a parameter for setting the engine traveling region, the assist traveling region, and the charging traveling region. May be used. Further, in the embodiment, the above three travel areas are set and mapped in the total fuel consumption rate map, but the present invention is not limited to this.
- an assist prohibition line that is a boundary line between the engine travel area and the assist travel area, and a charge prohibition line that is a boundary line between the engine travel area and the charge travel area are stored in the ECU 2 and these two assist / charges are stored.
- the travel mode may be selected based on the comparison result between the prohibited line and the required torque TRQ.
- the output of the motor 4 is limited when the battery temperature TB is equal to or higher than the predetermined temperature
- the temperature of the motor 4 detected by a sensor or the like instead of or in addition to this is the predetermined temperature corresponding thereto. You may go at the above time. Thereby, the temperature rise of the motor 4 can be suppressed.
- the plurality of shift stages of the first and second transmission mechanisms 11 and 31 are set to odd stages and even stages, but on the contrary, even stages are set. And it may be set to odd stages.
- the first and second transmission mechanisms 11 and 31 are of the type in which the output shaft 21 for transmitting the shifted power to the drive wheels DW is shared. May be used separately.
- the first to fourth sync clutches SC1 to SC4 may be provided on the output shaft instead of the first input shaft 13 and the second input intermediate shaft 33.
- the clutch C and the first and second clutches C1 and C2 are dry multi-plate clutches, but may be wet multi-plate clutches or electromagnetic clutches.
- the motor 4 which is a brushless DC motor is used as the electric motor in the present invention, but another appropriate electric motor capable of generating power, for example, an AC motor may be used.
- the battery in the present invention is the battery 52, but may be another appropriate battery that can be charged and discharged, for example, a capacitor.
- the engine 3 that is a gasoline engine is used as the internal combustion engine in the present invention, but a diesel engine or an LPG engine may be used.
- the present invention is extremely useful in a hybrid vehicle in which the state of charge of the battery is appropriately controlled, the driving mode is properly selected, and the fuel efficiency is improved.
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Abstract
Description
ENG走行モードは、エンジン3のみを動力源として用いる走行モードである。ENG走行モードでは、エンジン3の燃料噴射量、燃料噴射時期および点火時期を制御することによって、エンジン3の動力(以下「エンジン動力」という)が制御される。また、エンジン動力は、第1または第2変速機構11、31により変速され、駆動輪DWに伝達される。
EV走行モードは、モータ4のみを動力源として用いる走行モードである。EV走行モードでは、バッテリ51からモータ4に供給される電力を制御することによって、モータ4の動力(以下「モータ動力」という)が制御される。また、モータ動力が、第1変速機構11により1速段、3速段、5速段および7速段のうちの1つで変速され、駆動輪DWに伝達される。この場合、これらのいずれの変速段においても、第1および第2クラッチC1、C2を解放状態に制御することによって、クランク軸3aに対する第1および第2入力軸13、32の係合を解除する。これにより、モータ4および駆動輪DWとエンジン3との間が遮断されるので、モータ動力がエンジン3に無駄に伝達されることがない。また、第5シンクロクラッチSC5の制御によって、リバース軸42に対するリバースギヤ43の係合を解除する。
アシスト走行モードは、エンジン3をモータ4でアシストする走行モードである。アシスト走行モードでは、基本的に、エンジン3の良好な燃費が得られるように、エンジン3のトルク(以下「エンジントルク」という)を制御する。また、運転者から駆動輪DWに要求されるトルク(以下「要求トルク」という)TRQに対するエンジントルクの不足分が、モータ4のトルク(以下「モータトルク」という)によって補われる。要求トルクTRQは、検出されたアクセル開度APに応じて算出される。
充電走行モードは、エンジン動力の一部をモータ4で電力に変換し、発電を行うとともに、発電した電力をバッテリ52に充電する走行モードである。充電走行モードでは、基本的に、エンジン3の良好な燃費が得られるように、エンジントルクを制御する。また、要求トルクTRQに対するエンジントルクの余剰分を用いて、モータ4で発電が行われ、発電した電力がバッテリ52に充電される(回生)。
減速回生モードは、ハイブリッド車両Vが減速走行中であると判定されているときに、駆動輪DWの動力を用いてモータ4で発電を行うとともに、発電した電力をバッテリ52に充電する走行モードである。以下、モータ4で発電した電力をバッテリ52に充電することを適宜、「回生」という。なお、ハイブリッド車両Vが減速走行中であるか否かは、アクセル開度APに基づいて判定される。
ENG始動モードは、エンジン3を始動するための運転モードである。ENG始動モードにおいて、ハイブリッド車両Vの停止中にエンジン3を始動する場合には、第1クラッチC1を締結状態に制御することによって、第1入力軸13をクランク軸3aに係合させるとともに、第2クラッチC2を解放状態に制御することによって、クランク軸3aへの第2入力軸32の係合を解除する。また、第1変速機構11の変速段をすべて解除(ニュートラル)するとともに、バッテリ52からモータ4に電力を供給し、モータ動力を発生させる。
V’ハイブリッド車両
1 制御装置
2 ECU
3 エンジン
3a クランク軸
4 モータ
DW 駆動輪
11 第1変速機構
13 第1入力軸
31 第2変速機構
32 第2入力軸
C1 第1クラッチ
C2 第2クラッチ
B ブレーキ
52 バッテリ
68 カーナビゲーションシステム
71 変速機構
CH1 第1充電量
CH2 第2充電量
TIM 変速所要時間
SOC バッテリの充電状態
TB バッテリ温度
BP ブレーキ踏力
VP 車速
SOCL1 第1下限値
TE 総合効率
Tref 所定時間
EPreq 必要電力
EP 充電量
SOCL2 第2下限値
TSFC ハイブリッド車両の総合燃料消費率
TRQ 要求トルク
Claims (27)
- 動力源としての発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、入力された動力を複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な変速機構とを有するハイブリッド車両の制御装置において、
前記変速段を保持した状態で前記電動機により所定の回生時間、回生を行ったときに前記蓄電器に充電される充電量である第1充電量を推定する第1充電量推定手段と、
前記回生時間内に前記変速段を前記目標変速段に変更するとともに前記電動機による回生を前記回生時間が経過するまで行ったときに前記蓄電器に充電される充電量である第2充電量を推定する第2充電量推定手段と、
前記推定された第1および第2充電量に基づいて、前記変速段を保持すべきかまたは前記目標変速段に変更すべきかを判定する変速判定手段と、
当該変速判定手段による判定結果に基づいて、前記変速段を設定する変速段設定手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記変速段を保持した状態で前記電動機により所定の回生時間、回生を行ったときに前記蓄電器に充電される充電量である第1充電量を推定する第1充電量推定手段と、
前記回生時間内に前記変速段を前記目標変速段に変更するとともに前記電動機による回生を前記回生時間が経過するまで行ったときに前記蓄電器に充電される充電量である第2充電量を推定する第2充電量推定手段と、
前記推定された第1および第2充電量に基づいて、前記変速段を保持すべきかまたは前記目標変速段に変更すべきかを判定する変速判定手段と、
当該変速判定手段による判定結果に基づいて、前記変速段を設定する変速段設定手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 前記第1充電量は、前記ハイブリッド車両の減速走行中、前記変速段を保持した状態で前記電動機による回生を前記ハイブリッド車両が停止するまで行ったときに前記蓄電器に充電される充電量であり、
前記第2充電量は、前記ハイブリッド車両の減速走行中、前記ハイブリッド車両が停止するまでの間において前記変速段を前記目標変速段に変更するとともに前記電動機による回生を前記ハイブリッド車両が停止するまで行ったときに前記蓄電器に充電される充電量であることを特徴とする、請求項1または2に記載のハイブリッド車両の制御装置。 - 前記ハイブリッド車両の減速走行中で、かつ、前記変速段設定手段による前記目標変速段への前記変速段の変更中に、前記ハイブリッド車両を減速させるために、前記ハイブリッド車両のブレーキの動作を制御するブレーキ制御手段をさらに備えることを特徴とする、請求項3に記載のハイブリッド車両の制御装置。
- 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記ハイブリッド車両の減速走行中、前記変速段を保持した状態で前記電動機により前記ハイブリッド車両が停止するまで回生を行ったと仮定した場合に前記蓄電器に充電される充電量である第1充電量を推定する第1充電量推定手段と、
前記第1変速機構の変速段の所定の目標変速段への変更が開始されてから完了するまでに要する時間である変速所要時間を推定する変速所要時間推定手段と、
前記ハイブリッド車両の減速走行中、前記ハイブリッド車両が停止するまでの間において前記変速段を前記目標変速段に変更するとともに前記電動機による回生を前記ハイブリッド車両が停止するまで行ったと仮定した場合に前記蓄電器に充電される充電量である第2充電量として、前記算出された変速所要時間が経過してから前記ハイブリッド車両が停止するまでの間、前記変速段を前記目標変速段に変更した状態で前記電動機による回生を行ったときに前記蓄電器に充電される充電量を推定する第2充電量推定手段と、
前記推定された第1および第2充電量に基づいて、前記変速段を保持すべきかまたは前記目標変速段に変更すべきかを判定する変速判定手段と、
当該変速判定手段による判定結果に基づいて、前記変速段を設定する変速段設定手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 前記蓄電器の充電状態が上限値以上であるという第1条件、および前記蓄電器の温度が所定温度以上であるという第2条件の一方が成立しているか否かを判定する蓄電器状態判定手段と、
前記第1および第2条件の一方が成立していると判定されているときに、前記電動機による回生を禁止する回生禁止手段と、
前記ハイブリッド車両の減速走行中、前記回生禁止手段により前記電動機による回生が禁止されているときに、前記ハイブリッド車両を減速するために、前記ハイブリッド車両のブレーキの動作を制御するブレーキ制御手段と、をさらに備えることを特徴とする、請求項3ないし5のいずれかに記載のハイブリッド車両の制御装置。 - 前記変速段設定手段は、前記ハイブリッド車両の減速走行中、前記変速段を前記目標変速段に変更すべきと判定されているときに、前記ハイブリッド車両のブレーキペダルの操作量が所定値以上、減少したタイミングで、前記目標変速段への前記変速段の変更を開始することを特徴とする、請求項3または6に記載のハイブリッド車両の制御装置。
- 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記ハイブリッド車両の減速走行中、前記第1変速機構の変速段を変更するとともに前記電動機による回生を行ったと仮定した場合に、当該変速段の変更に伴う前記第1変速機構における動力の伝達の遮断により回生不能な電気エネルギである損失回生電気エネルギを、前記ハイブリッド車両のブレーキペダルの踏力および前記ハイブリッド車両の速度に応じて予測する損失回生電気エネルギ予測手段と、
前記ハイブリッド車両の減速走行中、前記電動機による回生を行う場合において、前記予測された損失回生電気エネルギが所定値よりも大きいときに、前記変速段の変更を禁止する変速段変更禁止手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御方法において、
前記ハイブリッド車両の減速走行中、前記変速段を保持した状態で前記電動機により前記ハイブリッド車両が停止するまで回生を行ったと仮定した場合に前記蓄電器に充電される充電量である第1充電量を推定し、
前記第1変速機構の変速段の所定の目標変速段への変更が開始されてから完了するまでに要する時間である変速所要時間を推定し、
前記ハイブリッド車両の減速走行中、前記ハイブリッド車両が停止するまでの間において前記変速段を前記目標変速段に変更するとともに前記電動機による回生を前記ハイブリッド車両が停止するまで行ったと仮定した場合に前記蓄電器に充電される充電量である第2充電量として、前記算出された変速所要時間が経過してから前記ハイブリッド車両が停止するまでの間、前記変速段を前記目標変速段に変更した状態で前記電動機による回生を行ったときに前記蓄電器に充電される充電量を推定し、
前記推定された第1および第2充電量に基づいて、前記変速段を保持すべきかまたは前記目標変速段に変更すべきかを判定し、
当該判定結果に基づいて、前記変速段を設定することを特徴とするハイブリッド車両の制御方法。 - 動力源としての内燃機関および発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、入力された動力を複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な変速機構とを有するハイブリッド車両の制御装置において、
前記蓄電器の充電状態が所定の第1下限値よりも低くなったときに、当該蓄電器の充電状態を回復させるために、前記内燃機関を最適燃費線近傍で運転するとともに、前記内燃機関の動力の一部を用いた前記電動機による回生を行う充電優先走行を実行する充電優先走行実行手段と、
前記ハイブリッド車両の総合効率を前記変速段ごとに算出する総合効率算出手段と、
前記充電優先走行を実行するに際し、前記複数の変速段から、前記算出された総合効率が最も大きな変速段を選択する変速段選択手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記蓄電器の充電状態が所定の第1下限値よりも低くなったときに、当該蓄電器の充電状態を回復させるために、前記内燃機関を最適燃費線近傍で運転するとともに、前記内燃機関の動力の一部を用いた前記電動機による回生を行う充電優先走行を実行する充電優先走行実行手段と、
前記ハイブリッド車両の総合効率を前記変速段ごとに算出する総合効率算出手段と、
前記充電優先走行を実行するに際し、前記複数の変速段から、前記算出された総合効率が最も大きな変速段を選択する変速段選択手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 前記蓄電器の充電状態が前記第1下限値よりも低くなったときに、当該蓄電器の充電状態を所定時間以内に所定の目標充電状態まで回復させるのに必要な必要電力を算出する必要電力算出手段と、
前記複数の変速段から、前記電動機による回生によって前記算出された必要電力を発電可能な複数の変速段を予備的に選択する予備選択手段と、をさらに備え、
前記変速段選択手段は、前記選択された複数の変速段から、前記総合効率が最も大きな変速段を最終的に選択することを特徴とする、請求項10または11に記載のハイブリッド車両の制御装置。 - 前記第1クラッチが解放され、かつ前記第2クラッチが接続されている状態において、前記第2入力軸の動力が、前記第2変速機構および前記第1変速機構を介して、前記第1入力軸に伝達されるように構成されており、
前記変速段選択手段は、前記充電優先走行中、前記第2変速機構により前記内燃機関の動力を変速した状態で、前記蓄電器の充電状態が前記第1下限値よりも低い所定の第2下限値よりも低くなったときに、前記第2変速機構の変速段を1段、高速側にシフトするとともに、前記第1変速機構の複数の変速段から、前記電動機による回生を行ったときの前記蓄電器の充電効率が最も大きな変速段を選択することを特徴とする、請求項11に記載のハイブリッド車両の制御装置。 - アクセルペダルの開度の変化量が所定値よりも大きいときに、前記充電優先走行に代えて、前記内燃機関の動力を優先した動力優先走行が実行されることを特徴とする、請求項10または11に記載のハイブリッド車両の制御装置。
- 前記蓄電器の充電状態が前記第1下限値よりも低いときに、前記内燃機関の停止が禁止されることを特徴とする、請求項10または11に記載のハイブリッド車両の制御装置。
- 前記内燃機関が停止した状態で前記電動機の動力によって走行するEV走行中において、前記蓄電器の充電状態が前記第1下限値よりも低くなったときに、前記電動機の動力によって前記内燃機関を始動させることを特徴とする、請求項10または11に記載のハイブリッド車両の制御装置。
- 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御方法において、
前記蓄電器の充電状態が所定の第1下限値よりも低くなったときに、当該蓄電器の充電状態を回復させるために、前記内燃機関を最適燃費線近傍で運転するとともに、前記内燃機関の動力の一部を用いた前記電動機による回生を行う充電優先走行を実行し、
前記ハイブリッド車両の総合効率を前記変速段ごとに算出し、
前記蓄電器の充電状態を所定時間以内に所定の目標充電状態まで回復させるのに必要な必要電力を算出し、
前記複数の変速段から、前記電動機による回生を行ったときに前記算出された必要電力を発電可能な複数の変速段を予備的に選択し、
前記充電優先走行を実行するに際し、前記選択された複数の変速段から、前記算出された総合効率が最も大きな変速段を最終的に選択することを特徴とするハイブリッド車両の制御方法。 - 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記ハイブリッド車両の走行モードは、前記内燃機関の動力のみで走行するエンジン走行モードと、前記内燃機関の動力を前記電動機の動力でアシストしながら走行するアシスト走行モードと、前記内燃機関の動力の一部を用いて前記電動機および前記蓄電器で充電しながら走行する充電走行モードを含み、
前記ハイブリッド車両の速度および前記駆動輪に要求される要求駆動力に対して、前記内燃機関の動力の変速段ごとに、前記走行モードの中で前記エンジン走行モードのときに小さな燃料消費が得られる領域であるエンジン走行領域と、前記走行モードの中で前記アシスト走行モードのときに小さな燃料消費が得られる領域であるアシスト走行領域と、前記走行モードの中で前記充電走行モードのときに小さな燃料消費が得られる領域である充電走行領域を設定する走行領域設定手段と、
前記ハイブリッド車両の速度と前記要求駆動力との組み合わせが属する走行領域に対応する走行モードを選択するとともに、前記内燃機関の動力の変速段として、燃料消費が最も小さな変速段を選択する選択手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 前記燃料消費は、前記エンジン走行モードのときには、前記内燃機関への前記ハイブリッド車両の走行用の供給燃料量、当該内燃機関の効率および前記第1および第2変速機構の効率である機関駆動パラメータを用いて算出され、前記アシスト走行モードのときには、前記機関駆動パラメータに加えて、アシスト走行用の電力を前記蓄電器に充電するために前記内燃機関に過去に供給された過去供給燃料量、前記蓄電器の放電効率、前記電動機の駆動効率および前記第1および第2変速機構の効率を用いて算出され、前記充電走行モードのときには、前記機関駆動パラメータに加えて、前記内燃機関への前記電動機による充電用の供給燃料量、前記内燃機関の効率、前記第1および第2変速機構の効率、前記電動機の発電効率、前記蓄電器の充電効率、および前記蓄電器の電力を将来的に前記ハイブリッド車両の走行に用いたときの効率である予測効率を用いて算出されることを特徴とする、請求項18に記載のハイブリッド車両の制御装置。
- 動力源としての内燃機関および発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、入力された動力を複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な変速機構とを有するハイブリッド車両の制御装置において、
前記ハイブリッド車両の走行モードは、前記内燃機関の動力のみで走行するエンジン走行モードと、前記内燃機関の動力を前記電動機の動力でアシストしながら走行するアシスト走行モードと、前記内燃機関の動力の一部を用いて前記電動機および前記蓄電器で充電しながら走行する充電走行モードを含み、
前記ハイブリッド車両の速度および前記駆動輪に要求される要求駆動力に対して、変速段ごとに、前記内燃機関の燃料消費が最小になる最適燃費ラインを含み、前記走行モードの中で前記エンジン走行モードのときに小さな燃料消費が得られる領域であるエンジン走行領域と、当該エンジン走行領域よりも前記要求駆動力が大きな側に配置されたアシスト走行領域と、前記エンジン走行領域よりも前記要求駆動力が小さな側に配置された充電走行領域を設定する走行領域設定手段と、
前記ハイブリッド車両の速度と前記要求駆動力との組み合わせが前記エンジン走行領域内に属するときに、前記走行モードとして、前記エンジン走行モードを選択する選択手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御装置において、
前記ハイブリッド車両の走行モードは、前記内燃機関の動力のみで走行するエンジン走行モードと、前記内燃機関の動力を前記電動機の動力でアシストしながら走行するアシスト走行モードと、前記内燃機関の動力の一部を用いて前記電動機および前記蓄電器で充電しながら走行する充電走行モードを含み、
前記ハイブリッド車両の速度および前記駆動輪に要求される要求駆動力に対して、前記内燃機関の動力の変速段ごとに、前記内燃機関の燃料消費が最小になる最適燃費ラインを含み、前記走行モードの中で前記エンジン走行モードのときに小さな燃料消費が得られる領域であるエンジン走行領域と、当該エンジン走行領域よりも前記要求駆動力が大きな側に配置されたアシスト走行領域と、前記エンジン走行領域よりも前記要求駆動力が小さな側に配置された充電走行領域を設定する走行領域設定手段と、
前記ハイブリッド車両の速度と前記要求駆動力との組み合わせが前記エンジン走行領域に属するときに、前記走行モードとして、前記エンジン走行モードを選択する選択手段と、
を備えることを特徴とするハイブリッド車両の制御装置。 - 前記内燃機関の動力の変速段が前記第2変速機構の変速段である場合、当該変速段用の前記アシスト走行領域および充電走行領域はそれぞれ、最も小さな燃料消費が得られる、前記内燃機関の動力の変速段と前記第1変速機構における前記電動機の動力の変速段との組み合わせである変速パターンごとに、複数の領域に区分されており、
前記選択手段は、前記複数の領域のうち、前記ハイブリッド車両の速度と前記要求駆動力との組み合わせが属する領域に対応する変速パターンを選択することを特徴とする、請求項18または21に記載のハイブリッド車両の制御装置。 - 前記電動機および前記蓄電器の少なくとも一方の温度が、当該少なくとも一方に対して設定された所定温度以上のときに、前記電動機の出力が制限されることを特徴とする、請求項18ないし22のいずれかに記載のハイブリッド車両の制御装置。
- 前記蓄電器の充電状態が所定値以下のときに、前記電動機による回生量を増大させるように前記電動機の動作を制御することを特徴とする、請求項18ないし23のいずれかに記載のハイブリッド車両の制御装置。
- 前記内燃機関の動力の変速段が前記第2変速機構の変速段である場合において、アクセルペダルの開度の変化量が所定値よりも大きいときには、前記電動機の動力の変速段として、前記内燃機関の動力の変速段よりも低速側の第1変速機構の変速段を用いたアシスト走行モードを選択することを特徴とする、請求項22に記載のハイブリッド車両の制御装置。
- 内燃機関と、発電可能な電動機と、当該電動機との間で電力の授受が可能な蓄電器と、前記内燃機関の機関出力軸および前記電動機からの動力を第1入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で駆動輪に伝達可能な第1変速機構と、前記機関出力軸からの動力を第2入力軸で受け取り、複数の変速段のいずれか1つで変速した状態で前記駆動輪に伝達可能な第2変速機構と、前記機関出力軸と前記第1変速機構との間を係合可能な第1クラッチと、前記機関出力軸と前記第2変速機構との間を係合可能な第2クラッチとを有するハイブリッド車両の制御方法において、
前記ハイブリッド車両の走行モードは、前記内燃機関の動力のみで走行するエンジン走行モードと、前記内燃機関の動力を前記電動機の動力でアシストしながら走行するアシスト走行モードと、前記内燃機関の動力の一部を用いて前記電動機および前記蓄電器で充電しながら走行する充電走行モードを含み、
前記ハイブリッド車両の速度および前記駆動輪に要求される要求駆動力に対して、前記内燃機関の動力の変速段ごとに、前記内燃機関の燃料消費が最小になる最適燃費ラインよりも前記要求駆動力が大きな側に、前記エンジン走行モードのときに得られる燃料消費と前記アシスト走行モードのときに得られる燃料消費が互いに一致する点を結んだアシスト禁止ラインを設定するとともに、前記最適燃費ラインよりも前記要求駆動力が小さな側に、前記エンジン走行モードのときに得られる燃料消費と前記充電走行モードのときに得られる燃料消費が互いに一致する点を結んだ充電禁止ラインを設定し、
前記内燃機関の動力の変速段、前記ハイブリッド車両の速度および前記要求駆動力に応じ、当該要求駆動力が前記アシスト禁止ライン以下で前記充電禁止ライン以上のときに、前記エンジン走行モードを選択し、前記要求駆動力が前記アシスト禁止ラインの上側にあるときに、前記アシスト走行モードを選択し、前記要求駆動力が前記充電禁止ラインの下側にあるときに、前記充電走行モードを選択することを特徴とするハイブリッド車両の制御方法。 - 前記ハイブリッド車両には、当該ハイブリッド車両が走行している周辺の道路情報を表すデータを記憶するカーナビゲーションシステムが設けられており、
当該カーナビゲーションシステムに記憶されたデータに基づき、前記ハイブリッド車両の走行状況を予測する予測手段をさらに備え、
前記予測されたハイブリッド車両の走行状況に応じて、前記変速段の選択を行うことを特徴とする、請求項1、2、10、11、18ないし24のいずれかに記載のハイブリッド車両の制御装置。
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Also Published As
Publication number | Publication date |
---|---|
EP2754597A1 (en) | 2014-07-16 |
US20150006000A1 (en) | 2015-01-01 |
KR20140062506A (ko) | 2014-05-23 |
CA2847670A1 (en) | 2013-03-14 |
CN103747994A (zh) | 2014-04-23 |
EP2754597A4 (en) | 2015-03-04 |
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