JP4899576B2 - Control device for vehicle drive system - Google Patents

Description

  The present invention relates to a control device for a vehicle drive system, and more particularly to a control device for a vehicle drive system that travels a vehicle by using or switching a plurality of drive sources.

  Japanese Patent Application Laid-Open No. 9-331603 discloses a vehicle drive system including a stepped transmission that uses an engine and a motor generator as drive sources and shifts the friction engagement elements, and releases one of the two friction engagement elements. However, a configuration has been disclosed in which a shift shock due to inertia torque generated at the time of a shifting shift for fastening the other is reduced by a torque absorbing action using a motor generator.

  Japanese Patent Application Laid-Open No. 2004-316831 also discloses a vehicle drive system that includes a stepped transmission that uses an engine and a motor generator as drive sources and performs a shift by changing friction engagement elements. From the start of shifting to the end of shifting, depending on the combination of conditions (1) torque phase or inertia phase, (2) upshift or downshift, (3) engine power on or power off, A configuration is disclosed in which torque absorption or torque addition by the motor generator is performed to smoothly change the output shaft torque.

JP-A-9-331603 JP 2004-316831 A

  As described above, in a vehicle drive system equipped with a stepped transmission that uses an engine and a motor generator as drive sources and shifts by switching frictional engagement elements, the motor generator absorbs torque or adds torque during shifting, and shifts Although it has been proposed to reduce the shock, depending on the state of charge of the battery that drives the motor generator, there may be a case where torque absorption or torque addition at the time of shifting cannot be sufficiently performed and the shifting shock cannot be reduced.

  For example, if the battery is in a fully charged state or a state close to this in the case of upshifting from the low speed side to the high speed side, it is not possible to perform a sufficient regenerative operation, particularly in the inertia phase during gear shifting. The excessively generated torque cannot be absorbed and the shift shock increases. On the other hand, when the battery is down-shifted from the high speed side to the low speed side, if the battery is in an empty charge state or near this state, sufficient power running operation cannot be performed. Cannot be added, and the shift shock increases.

  In short, it can be said that the conventional technique has a problem that the function of the torque absorbing action and the torque adding action depends on the state of charge of the battery.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle system having two or more drive sources including a motor generator without depending on the state of charge of the battery. An object of the present invention is to provide a control device for a vehicle drive system that can exert a torque absorbing action and a torque adding action.

According to a first aspect of the present invention, there is provided a battery, a motor generator, an internal combustion engine, and a transmission that transmits driving force from the motor generator and the internal combustion engine to wheels. Accordingly, the control device of the vehicle drive system controls the power running operation by the motor driving force of the motor generator and the power regeneration of the motor generator by the driving force of the internal combustion engine, and the battery according to the travel stage Has a battery management range map in which a battery management range is defined such that the charging state value is lower than the maximum charging value and higher than the minimum charging value. In the battery management range map, The upper and lower limits of the range are set to the maximum charge value side from the upper and lower limits of the battery management range on the low speed stage side, respectively, and the charge state of the battery is To state of charge value, so as not to exceed the battery management range, to deter the power-running operation or power regeneration of the motor-generator, if the vehicle is shifting, regardless of the state of charge value of said battery, said motor There is provided a control device for a vehicle drive system, wherein a power running operation or power regeneration of a generator is executed, and torque addition or torque absorption is performed on the output torque of the internal combustion engine.

  According to the present invention, when the state of charge of the battery is fully charged, the motor generator cannot perform a regenerative operation, particularly when the surplus torque of the engine during shifting cannot be suppressed, and when the state of charge of the battery is empty. It is possible to avoid a state in which the motor cannot generate torque and cannot compensate for an engine torque shortage during shifting. That is, it is possible to avoid changing the magnitude of the shift shock each time depending on the state of charge of the battery.

[First Embodiment]
Next, the best mode for carrying out the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing an example of a vehicle system to which the present invention can be applied. Referring to FIG. 1, this vehicle system includes an engine 10, a motor generator 20, and a transmission 40 that transmits a driving force input via a torque converter 30 to a propeller shaft 52 at a predetermined speed ratio. It is prepared for.

  The crankshaft of the engine 10 is connected to the rotating shaft of the motor generator 20 via the engine disconnecting clutch 50. By connecting and disconnecting the engine disconnecting clutch 50, the engine is disconnected, and the motor is operated by power running. It is possible to switch between a traveling motor mode and a hybrid mode in which the engine 10 is driven mainly and the motor generator 20 performs a torque absorbing action or a torque adding action as appropriate.

  FIG. 2 is a diagram showing a detailed configuration of the control device for the vehicle drive system according to the first embodiment of the present invention. A thick line in FIG. 2 represents a power line, and a thin arrow line represents a signal line.

  Referring to FIG. 2, an engine ECU 60 that controls engine 10, a battery ECU 62 that reads out state-of-charge information (hereinafter referred to as “SOC”), and a power running / regenerative operation of motor generator 20 via inverter 72. An M / G-ECU 66 for controlling, an AT-ECU 68 for controlling the transmission (A / T) 40 and the engine disconnecting clutch 50, and an HV-ECU 64 for controlling these ECU groups are shown.

  FIG. 3 is a diagram for comparing the battery management range managed by the HV-ECU 64 with the conventional battery management range. The range represented by the solid line in FIG. 3 is the conventional battery management range (LL0 to UL0), and the maximum charge value UL0 and the minimum charge value LL0 correspond to the original charge / discharge limit of the battery. On the other hand, the range represented by a broken line is a battery management range (LL to UL) determined from the upper limit charge value UL and the lower limit charge value LL employed in the present embodiment, and is relative to the charge / discharge limit (LL0 to UL0). The upper and lower limit values are set narrowly so as to have a certain margin.

  The HV-ECU 64 gives commands to the engine ECU 60, the M / G-ECU 66, and the AT-ECU 68 in accordance with the traveling state of the vehicle, and reads the SOC information via the battery ECU 62 to charge the battery 70 when the vehicle is not shifting. When the state exceeds the battery management range (LL to UL), a power running prohibition signal for prohibiting power running / regeneration regardless of a command corresponding to the traveling state of the vehicle, regeneration prohibition to the M / G-ECU 66 Output a signal.

  Further, when a predetermined speed change condition is satisfied, the HV-ECU 64 gives a speed change command to the engine ECU 60, the AT-ECU 68, etc. to perform the speed change control, and the M / G-ECU 66 is described in each of the above patent documents. Commanding torque absorption or torque addition to mitigate shift shock. At that time, the HV-ECU 64 does not refer to the state of charge of the battery, and therefore does not output the power running prohibition signal and the regeneration prohibition signal.

  Hereinafter, the operation of the present embodiment will be described in detail with reference to the drawings. FIG. 4 shows a power running prohibition signal and regeneration prohibition that are repeatedly performed every predetermined time, apart from the determination of necessity / absence of torque absorption / torque addition according to the vehicle situation, in the vehicle drive system according to the first embodiment of the present invention. It is a flowchart showing the output judgment flow of a signal.

  Referring to FIG. 4, first, HV-ECU 64 reads the shift state via AT-ECU 68 (step S001).

  Here, when the gear is not being shifted (NO in step S002), the HV-ECU 64 detects SOC (State Of Charge) via the battery ECU 62 and compares it with the battery management range shown in FIG. 3 ( Steps S004 to S006).

  Here, when it is determined that the SOC exceeds the charging limit (UL) in FIG. 3 and the battery is in a fully charged state (YES in step S005), the HV-ECU 64 outputs a regeneration prohibiting signal and the motor generator 20 is powered. Only the action is permitted (step S009).

  If it is determined that the SOC is below the discharge limit (LL) in FIG. 3 and the battery is in an empty charge state (YES in step S006), the HV-ECU 64 outputs a power running prohibition signal and the motor generator 20 performs a regenerative operation. Is permitted (step S008).

  When the SOC detected in step S004 is within the battery management range of FIG. 3 (NO in step S005 → NO in step S006), the HV-ECU 64 determines which of the power running prohibition signal and the regeneration prohibition signal As a result, both the power running action and the regenerative action of the motor generator 20 are permitted (step S007).

  On the other hand, if it is determined in step S002 that shifting is in progress (YES in step S002), the HV-ECU 64 omits the SOC reading / determination process and outputs both the power running prohibition signal and the regeneration prohibition signal. As a result, both the power running action and the regenerative action of the motor generator 20 are permitted (step S003).

  As described above, during normal travel that is not being shifted, the HV-ECU 64 outputs a regeneration prohibition signal or a power running prohibition signal so that the SOC is within the battery management range (UL to LL) in FIG. The motor generator 20 is controlled so as to leave 70 remaining power. Then, with the remaining power secured as described above, the HV-ECU 64 can cause the motor generator 20 to add / absorb the torque regardless of the SOC during the shift, so that the shift shock can be reduced. .

  Further, as described above, the battery management range (UL to LL) used in the present embodiment is set narrower than the charge / discharge limit range (LL0 to UL0), which is the battery capability limit, and the speed change is performed. The inside time is sufficiently short compared to other travel times. Therefore, it can be said that the torque absorption command and the torque addition command during the shift hardly contradict the state of the battery, and do not affect the life of the battery.

[Second Embodiment]
Next, a second embodiment in which a change is made to the first embodiment of the present invention will be described. In the present embodiment, the HV-ECU 64 is provided with a battery management range map in which the battery management range is variable according to the shift position, instead of the battery management range (FIG. 3) of the first embodiment. This is different from the first embodiment. In the following description, the items described in the first embodiment are omitted as appropriate.

  FIG. 5 is a diagram showing an outline of a battery management range map managed by the HV-ECU 64. As shown in FIG. 5, the HV-ECU 64 according to the present embodiment holds a battery management range map that is set such that the upper limit (charge limit) and the lower limit (discharge limit) become higher as the shift speed becomes higher. is doing.

  The operation is the same as in the first embodiment, but as described above, the lower the speed, the faster the SOC increases, the earlier the prohibition signal is issued, and the more regenerative power (time) of the motor generator is increased. The setting is large enough. This focus is on the fact that the lower the current gear position, the higher the possibility of future upshifts and the greater the potential for power regeneration. The process of shifting from the low speed stage to the high speed stage Thus, the battery is unlikely to be fully charged and torque absorption can be reliably performed.

  Similarly, at the high speed stage, when the SOC starts to drop, a power running prohibition signal is issued as soon as possible so that a power running possible remaining power (time) of the motor generator can be secured. The focus is on the fact that the higher the current gear speed, the higher the possibility of future downshifts and the greater the scope for powering operation. The process of shifting from the high speed to the low speed Thus, the battery is unlikely to be in an empty charge state, and the torque addition can be reliably executed.

  In the example of FIG. 5, both the battery management range upper limit (charge limit) and the management range lower limit (discharge limit) are shifted by the same offset amount, but either one is the same as in the first embodiment described above. It may be a fixed value. Further, in the example of FIG. 5, the battery management range upper limit (charge limit) and the management range lower limit (discharge limit) are changed for each shift stage. For example, either the lowest stage or the uppermost stage, Or it is good also as using the battery management range map which changes both management range upper limit (charge limit) and management range lower limit (discharge limit).

[Third Embodiment]
Next, a description will be given of a third embodiment in which changes are made to the first and second embodiments of the present invention. More specifically, in the present embodiment, when the HV-ECU 64 detects a battery full charge at a speed other than the uppermost speed, a process for performing an operation to secure a regenerative reserve power (time) is added. Since this embodiment can be realized with the same configuration as the first embodiment, the additional processing will be described below.

  FIG. 6 is a flowchart showing a torque addition necessity determination flow that is repeatedly performed every predetermined time in the vehicle drive system according to the third embodiment of the present invention.

  Referring to FIG. 6, first, the HV-ECU 64 reads the accelerator opening input from the accelerator opening detecting means such as an accelerator opening sensor (step S101).

  Subsequently, the HV-ECU 64 determines whether or not a driving force is necessary based on the accelerator opening (step S102). Here, when it is determined that an equal driving force with an accelerator opening less than a predetermined value is not required, the subsequent processing is not performed (NO in step S102).

  If it is determined in step S102 that the driving force is necessary (YES in step S102), the HV-ECU 64 reads the engine speed input via the engine ECU 60 (step S103).

  Subsequently, the HV-ECU 64 determines whether or not the accelerator opening and the engine speed satisfy the assist condition of the motor generator (step S104). If it is determined that the assist condition of the motor generator is satisfied, the output map of the motor generator is read (step S105), and the assist drive of the motor generator is performed with the additional torque amount obtained from the map. (Step S106).

  On the other hand, even when it is determined in step S104 that the assist condition is not satisfied, in the present embodiment, control for avoiding a fully charged state in which the SOC is equal to or greater than a predetermined value is performed under the following conditions.

  First, the HV-ECU 64 reads the shift state input via the AT-ECU 68 (step S107).

  Here, when the current shift speed is the uppermost gear, the HV-ECU 64 does not perform the subsequent processing (YES in step S108). The reason is that when the current gear position is the uppermost gear, there is no upshift and there is no need for large torque absorption, so there is no need to secure the remaining charge capacity (capacity) of the battery. .

  On the other hand, when the current gear position is other than the uppermost gear (NO in step S108), the HV-ECU 64 reads the SOC via the battery ECU 62 (step S109), and then, in FIG. 3 and FIG. Comparison with the exemplified battery management range is performed (step S110).

  If it is determined that the SOC exceeds the charging limit (UL) of the battery management range and the battery is fully charged (YES in step S110), the HV-ECU 64 assists the motor generator with a predetermined torque addition amount. The drive is commanded and the power of the battery 70 is consumed (step S111).

  Thus, in the present embodiment, when full charge of the battery is detected during traveling at a traveling stage other than the uppermost stage, the HV-ECU 64 does not satisfy the predetermined assist condition, but the motor generator Is operated to ensure the remaining charge capacity (capacity) of the battery.

  As a result, it is possible to ensure that the torque absorbing action is activated in a scene where a future upshift is performed and large torque absorption is required.

  In the above-described embodiment, the motor generator is driven in order to ensure the remaining charge capacity (capacity) of the battery. However, other defoggers (electric heating wires) embedded in the windows of the vehicle and various electric motors are used. It is also possible to use a load such as a device.

It is a figure showing an example of the vehicle system which can apply the present invention. It is a figure showing the detailed structure of the control apparatus of the vehicle drive system which concerns on the 1st Embodiment of this invention. It is a figure for comparing and explaining the battery management range managed with the control apparatus of the vehicle drive system which concerns on the 1st Embodiment of this invention, and the conventional management range. It is a flowchart showing the output determination flow of the power running prohibition signal and regeneration prohibition signal which are repeatedly performed every predetermined time in the vehicle drive system which concerns on the 1st Embodiment of this invention. It is a figure showing the outline | summary of the battery management range map used with the vehicle drive system which concerns on the 2nd Embodiment of this invention. It is a flowchart showing the torque additional necessity determination flow performed repeatedly every predetermined time in the vehicle drive system which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

10 Engine 20 Motor generator (MG)
30 Torque converter 40 Transmission (A / T)
50 Engine disconnection clutch 52 Propeller shaft 60 Engine ECU
62 Battery ECU
64 HV-ECU
66 M / G-ECU
68 AT-ECU
70 Battery 72 Inverter

Claims (3)

A battery, a motor generator, an internal combustion engine, and a transmission that transmits the driving force from the motor generator and the internal combustion engine to wheels, and depending on the driving state of the vehicle, the motor driving force of the motor generator A control device for a vehicle drive system that controls power running operation and power regeneration of the motor generator by driving force of the internal combustion engine,
A battery management range map that defines a battery management range so that the state of charge of the battery is lower than the maximum charge value and higher than the minimum charge value according to the traveling stage,
In the battery management range map, the upper and lower limits of the battery management range on the high speed stage side are respectively set to the maximum charge value side from the upper and lower limits of the battery management range on the low speed stage side,
Charge state value indicating the state of charge of the battery, so as not to exceed the battery management range, to deter the power-running operation or power regeneration of the motor generator,
When the vehicle is shifting, regardless of the state of charge of the battery, performing a power running operation or power regeneration of the motor generator, and adding torque or absorbing torque to the output torque of the internal combustion engine,
A control device for a vehicle drive system. A predetermined load device that consumes power by the battery when the battery charge state value exceeds the upper limit of the battery management range while the vehicle is traveling at a speed lower than the highest speed of the transmission. Driving,
The control device for a vehicle drive system according to claim 1 . Driving the motor generator as the load device;
The control device for a vehicle drive system according to claim 2 .

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