JP5652121B2 - Regenerative control device - Google Patents

Description

  The present invention relates to a regeneration control device.

Conventionally, Patent Document 1 discloses a technique for changing a downshift shift line when shifting from normal travel to regenerative braking when performing regenerative control in a hybrid vehicle including a stepped automatic transmission. ing.

JP 2010-143361 A

  However, in the above-described invention, when the regenerative torque by the motor generator decreases in accordance with the decrease in the vehicle speed during the regenerative control, if the shift is performed by the stepped automatic transmission simultaneously with the decrease of the regenerative torque, the shock becomes large. There is a problem that the driver feels uncomfortable.

  The present invention has been invented to solve such a problem, and suppresses the driver from feeling uncomfortable when the regenerative torque by the motor generator decreases in accordance with the decrease in the vehicle speed during the regenerative control. With the goal.

A regenerative control device according to an aspect of the present invention is a regenerative control device that controls regenerative braking in a vehicle including a motor generator and a transmission disposed between the motor generator and a drive wheel. The regeneration control device is configured to determine whether or not to implement the regeneration aperture in which the regeneration torque in the motor generator decreases as the vehicle speed decreases, and to determine whether to implement the regeneration aperture, while performing the regeneration aperture, Shift prohibiting means for prohibiting a shift in the transmission.

  According to the present invention, while the regenerative throttle is being performed, the shift of the transmission is prohibited, so that the regenerative throttle and the shift of the transmission are not performed at the same time, and the uncomfortable feeling given to the driver can be suppressed. .

It is the schematic which shows the power train of the hybrid vehicle of this embodiment. It is the schematic which shows the power train of the other hybrid vehicle which can apply this embodiment. It is the schematic which shows the power train of the further another hybrid vehicle which can apply this embodiment. It is a block diagram which shows the control system of this embodiment. It is a flowchart explaining the regeneration control of this embodiment. It is a time chart explaining the regeneration control of this embodiment.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.

  FIG. 1 shows a part of a front engine / rear wheel drive hybrid vehicle provided with a hybrid drive device to which a regeneration control device can be applied. The driving wheel 2 is provided with a wheel brake 25.

  In the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction in the same manner as a normal rear wheel drive vehicle, and the automatic transmission is rotated from the engine 1 (crankshaft 1a). A motor generator 5 is provided in combination with the shaft 4 that transmits to the three input shafts 3a.

  The motor generator 5 acts as a motor or acts as a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.

  More specifically, a first clutch 6 is inserted between the motor generator 5 and the engine 1, and more specifically, between the shaft 4 and the engine crankshaft 1 a, and the engine 1 and the motor generator 5 can be disconnected by the first clutch 6. Join.

  Here, the first clutch 6 can change the transmission torque capacity continuously or stepwise. For example, the transmission torque capacity can be changed by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a simple wet multi-plate clutch.

  More specifically, a second clutch 7 is inserted between the motor generator 5 and the automatic transmission 3, and more specifically between the shaft 4 and the transmission input shaft 3 a, and the second clutch 7 is used between the motor generator 5 and the automatic transmission 3. Are detachably coupled.

  Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise, for example, by continuously controlling the clutch hydraulic fluid flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a wet multi-plate clutch whose capacity can be changed.

  The automatic transmission 3 is the same as that described in the "Skyline New Car (CV35) Description Manual" pages C-9 to C-22 issued in January 2003 by Nissan Motor Co., Ltd. By selectively engaging and releasing friction elements (clutch, brake, etc.), the transmission system path (shift stage) is determined by the combination of engagement and release of these friction elements.

  Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a with a gear ratio corresponding to the selected shift speed, and outputs it to the output shaft 3b.

  This output rotation is distributed and transmitted to the drive wheel 2 by the differential gear device 8 and used for traveling of the vehicle.

  However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  In the power train of FIG. 1 described above, when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required, the power from the engine 1 is unnecessary. Is stopped and the first clutch 6 is released, while the second clutch 7 is engaged and the automatic transmission 3 is in a power transmission state.

  When the motor generator 5 is driven in this state, only the output rotation from the motor generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected gear stage. The speed is changed accordingly and output from the transmission output shaft 3b.

  Then, the rotation from the transmission output shaft 3b reaches the drive wheel 2 through the differential gear device 8, and the vehicle can be electrically driven (EV mode traveling) only by the motor generator 5.

  When a hybrid travel (HEV) mode used during high speed travel or heavy load travel is required, both the first clutch 6 and the second clutch 7 are engaged to place the automatic transmission 3 in a power transmission state.

  In this state, the output rotation from the engine 1 or both the output rotation from the engine 1 and the output rotation from the motor generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 is directed to the input shaft 3a. Is rotated according to the selected gear position and output from the transmission output shaft 3b.

  Thereafter, the rotation from the transmission output shaft 3b reaches the drive wheel 2 through the differential gear device 8, and the vehicle can be hybrid-driven (HEV mode travel) by both the engine 1 and the motor generator 5.

  When the engine 1 is operated at the optimum fuel efficiency during the HEV traveling, when the energy becomes surplus, the surplus energy is converted into electric power by operating the motor generator 5 as a generator by the surplus energy, and this generated power is converted into the motor. By storing electricity so as to be used for driving the motor of the generator 5, the fuel consumption of the engine 1 can be improved.

  In FIG. 1, the second clutch 7 for releasably coupling the motor generator 5 and the drive wheel 2 is interposed between the motor generator 5 and the automatic transmission 3. However, as shown in FIG. Even if it is interposed between the automatic transmission 3 and the differential gear unit 8, the same function can be achieved.

  In FIGS. 1 and 2, a dedicated second clutch 7 is added before or after the automatic transmission 3, but instead, as the second clutch 7, as shown in FIG. The friction element for selecting the forward shift stage or the friction element for selecting the reverse shift stage existing in the machine 3 may be used.

  In this case, in addition to the second clutch 7 fulfilling the above-described mode selection function, the automatic transmission is brought into a power transmission state when engaged so as to fulfill this function. The top is very advantageous.

  The engine 1, the motor generator 5, the first clutch 6, and the second clutch 7 that constitute the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.

  The control system of FIG. 4 includes an integrated controller 20 that integrally controls the operating point of the power train. The operating point of the power train is set to the target engine torque tTe and the target motor generator torque tTm (may be the target motor generator rotational speed tNm). And the target transmission torque capacity tTc1 of the first clutch 6 and the target transmission torque capacity tTc2 of the second clutch 7.

  The integrated controller 20 includes a signal from the engine rotation sensor 11 that detects the engine speed Ne and a signal from the motor generator rotation sensor 12 that detects the motor generator speed Nm in order to determine the operating point of the power train. A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni, a signal from the output rotation sensor 14 for detecting the transmission output rotation speed No, and an accelerator pedal depression amount representing the required load state of the engine 1 A signal from the accelerator opening sensor 15 for detecting (accelerator opening APO) and a storage state sensor 16 for detecting the storage state SOC (carryable power) of the battery 9 that stores the electric power for the motor generator 5. Signal and a signal from the brake switch 17 that is turned on when the brake pedal is depressed. Forces.

  Of the sensors described above, the engine rotation sensor 11, the motor generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

  The integrated controller 20 can realize the driving force of the vehicle desired by the driver from the accelerator opening APO, the battery storage state SOC, and the transmission output speed No (vehicle speed VSP) among the input information. (EV mode, HEV mode), target engine torque tTe, target motor generator torque tTm (may be target motor generator rotation speed tNm), target first clutch transmission torque capacity tTc1, and target second clutch transmission torque capacity Each of tTc2 is calculated.

  The target engine torque tTe is supplied to the engine controller 21, and the target motor generator torque tTm (which may be the target motor generator rotational speed tNm) is supplied to the motor generator controller 22.

  The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe, and the motor generator controller 22 determines that the torque Tm (or the rotational speed Nm) of the motor generator 5 is the target motor generator torque tTm (or the target motor generator). The motor generator 5 is controlled via the battery 9 and the inverter 10 so that the rotation speed becomes tNm).

  The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7, The first clutch 6 and the first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. The second clutch 7 is individually controlled for fastening force.

  The integrated controller 20 sets the gear position of the automatic transmission 3 based on the accelerator opening APO, the transmission output rotational speed No, and the like, and outputs the information to the AT controller 23. The integrated controller 20 includes a CPU, a ROM, and a RAM, and the functions of the integrated controller 20 are exhibited by reading a program stored in the ROM by the CPU.

  The AT controller controls the hydraulic pressure of the frictional engagement element of the automatic transmission 3 based on the information from the integrated controller 20 and executes the shift control by the automatic transmission 3.

  Next, the regenerative control of this embodiment will be described using the flowchart of FIG. Here, it is assumed that the brake pedal is depressed by the driver to perform regenerative control. The control described below is performed by the integrated controller 20, but is not limited thereto. Further, all or part of the control described below may be performed by the AT controller 23.

  In step S100, a deceleration to be achieved by the vehicle is calculated based on the driver's brake pedal operation (depression amount), and a braking force for achieving the calculated deceleration is calculated.

  In step S101, the regenerative torque by the motor generator 5 and the mechanical brake torque by the wheel brake 25 are calculated from the calculated braking force. That is, in this step, cooperative control is performed so that the ratio between the regenerative torque and the mechanical brake torque is optimized.

  In step S102, it is determined whether or not the motor generator 5 performs regenerative aperture. If regenerative throttling is performed, the process proceeds to step S103. If regenerative throttling is not performed, the process returns to step S100 and the above control is repeated. The regenerative throttle refers to reducing the regenerative torque in the motor generator 5 in accordance with a decrease in the vehicle speed and increasing the mechanical brake torque by the wheel brake 25 to decelerate the vehicle. Regenerative throttling is performed in order to realize the braking force mainly by the braking force of the wheel brake 25 at a low vehicle speed just before the vehicle stops. That is, the regenerative aperture is a replacement control in which a part of the braking force in the motor generator 5 is replaced with the braking force in the wheel brake 25.

  In step S102, when the vehicle speed is lower than the first predetermined vehicle speed, it is determined that the regenerative aperture is performed, and the process proceeds to step S103. On the other hand, when the vehicle speed is equal to or higher than the first predetermined vehicle speed, it is determined that the regenerative aperture is not performed, and the process returns to step S100 and the above control is repeated. The first predetermined vehicle speed is a value set in advance for reliably decelerating the vehicle by the braking force of the wheel brake 25, and is, for example, 20 km / h.

  When control returns from step S106, which will be described later, it is determined in step S102 whether or not to continue the regeneration aperture.

  In step S103, shifting in the automatic transmission 3 is prohibited. Here, the shift control prohibition flag is set to “1”. When the shift control prohibition flag is “1”, the automatic transmission 3 is prohibited from shifting. When the shift control prohibition flag is “0”, the automatic transmission 3 does not prohibit shifting.

  In step S104, regenerative drawing is performed. Thereby, the braking force in the motor generator 5 is reduced, and the reduced braking force is generated by the wheel brake 25.

In step S105, it is determined whether or not to stop the regeneration aperture. If the regenerative aperture is not terminated, the process proceeds to step S106. If the regeneration aperture is terminated, the process proceeds to step S107. Here, when the vehicle speed is equal to or lower than the second predetermined vehicle speed, it is determined that the regenerative aperture is finished, and the process proceeds to step S106. On the other hand, when the vehicle speed is higher than the second predetermined vehicle speed, it is determined that the regenerative aperture is not finished, and the process proceeds to step S107. The second predetermined vehicle speed is a value set in advance to generate the braking force only by the wheel brake 25, and is, for example, 10 km / h.

  In step S106, it is determined whether or not the brake pedal has been depressed. That is, it is determined whether or not the driver intends to decelerate. Here, it is determined whether or not the signal from the brake switch 17 is OFF. If the brake pedal is no longer depressed, the process proceeds to step S107. If the brake pedal is depressed, the process returns to step S102 and the above control is repeated.

  In step S107, the shift control prohibition flag is set to “0”, the shift prohibition in the automatic transmission 3 is canceled, and this control is terminated.

  When this control is finished, normal control is performed.

  Next, regenerative control in this embodiment will be described with reference to the time chart of FIG. Here, it is assumed that the regenerative throttling has not ended and the brake dull has been depressed.

  When the vehicle speed becomes lower than the first predetermined vehicle speed at time t0 and the regenerative throttle is performed, the shift control prohibition flag is set to “1” and the shift in the automatic transmission 3 is prohibited. Further, since the regenerative torque in the motor generator 5 is reduced, the reduced braking force is generated by the wheel brake 25.

  When the driver no longer depresses the brake pedal at time t1, the shift control prohibit flag is set to “0”, and the automatic transmission 3 can be shifted.

  In FIG. 6, a downshift is performed after time t1.

  The effect of the embodiment of the present invention will be described.

  While the regenerative throttle is performed, the shift of the automatic transmission 3 is prohibited, so that a change in the regenerative torque of the motor generator 5 can be suppressed during the shift and the occurrence of shock can be suppressed. Therefore, it is possible to suppress the driver from feeling uncomfortable.

  In addition, when the brake predal is not depressed while the regenerative throttle is being performed, the shift start of the automatic transmission 3 is canceled to prevent the start of the shift from being delayed during subsequent re-acceleration.

  It goes without saying that the present invention is not limited to the above-described embodiments, and includes various modifications and improvements that can be made within the scope of the technical idea.

2 Drive wheels (drive wheels)
3 Automatic transmission (transmission)
5 motor generator 20 integrated controller (regenerative aperture determination means, shift prohibiting means, shift prohibition canceling means)

Claims (2)

A motor generator;
A regenerative control device for controlling regenerative braking in a vehicle including a transmission disposed between the motor generator and drive wheels,
Regenerative aperture determination means for determining whether or not to implement a regenerative aperture in which the regenerative torque in the motor generator decreases as the vehicle speed decreases;
A regenerative control device comprising: a shift prohibiting unit that determines that the regenerative throttle is to be performed and prohibits a shift in the transmission while the regenerative throttle is being performed . Deceleration intention determination means for determining whether the driver intends to decelerate,
The regenerative control device according to claim 1, further comprising a shift prohibition canceling unit that cancels a shift prohibition in the transmission when it is determined that the intention to decelerate is not present during the regeneration throttle.

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