JP6547396B2 - Hybrid vehicle and control method of hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator and capable of traveling independently with only the motor generator as a power source, and a control method of the hybrid vehicle.

  The traveling mode of a hybrid vehicle provided with an internal combustion engine and a motor generator includes an engine alone traveling traveling with only the internal combustion engine as a motive power source, a motor sole traveling traveling with only the motor generator as a motive power source, an internal combustion engine and a motor generator There are traveling modes such as combined running running with both machines as a power source, and motor regenerative running generating electricity with a motor generator using regenerative energy of the braking force of the hybrid vehicle.

  On the other hand, in recent vehicles, accident prevention technology for improving the basic performance of vehicles to prevent them from falling into a dangerous situation and accident prevention safety technology for vehicles for avoiding accidents when encountering a dangerous situation (active • Safety is used to ensure safety when the vehicle is traveling.

  As one of this accident prevention safety technology, ASR (anti-slip regulator) which prevents the slip and lock of the wheel (tire) at the time of braking, and ABS (anti-lock and braking, which prevents the lock of the wheel at the time of braking) System) is adopted.

  This ASR is called TCL (Traction Control System), and it is determined that the wheels are slipping if the driven wheels are rotating faster than the non-driven wheels during acceleration on starting on a slippery road surface By electronically reducing the engine output and braking, the vehicle control can be maintained while suppressing the wheel slip. Generally, when both wheels are slipping, control is maintained by controlling the engine output, and when there is a speed difference between the left and right drive wheels, control is maintained by controlling the braking force by electronic control. There is. ASR for preventing dangerous slippage during driving is mainly used in middle class trucks.

  As an example of this ASR, for example, the engine torque is reduced after exceeding the slip threshold by at least one drive wheel, and is increased again after falling below the slip threshold, and also for curve recognition and recognition of the coefficient of friction. For vehicles whose slope of the engine torque increase is set smaller than in the case of straight running if it is recognized that the vehicle is in a curved state on a road surface with low coefficient of friction, including means for A drive slip control device (ASR) has been proposed (see, for example, Patent Document 1).

  Also, in ABS, the wheel speed is used to detect the rotational speed of the wheel, and if there is even one wheel with small rotation, it is judged that the wheel is slipping, and the braking force is controlled by electronic control. So that it is possible to keep the control of the vehicle by preventing the wheels from locking. In passenger cars, RVs, and small trucks, etc., hydraulic pressure is controlled, and in large- and medium-sized trucks, pneumatic-hydraulic combined and pneumatic brakes are used to control air pressure.

  On the other hand, in the hybrid vehicle, when ASR or ABS is performed at the time of combined driving, motor independent driving or combined driving, the drive by the motor generator is stopped and switched to engine only traveling solely by the power of the internal combustion engine. The control of the vehicle is maintained by controlling the driving torque by adjusting the engine output and controlling the braking force.

  In such a conventional hybrid vehicle, the control by the motor generator is interrupted by the intervention of the ASR control and the ABS control, so that the torque can be increased and decreased more finely than the internal combustion engine by the motor generator. By adjusting the characteristics and the drive torque with the motor generator, the target speed of acceleration can be reached with less energy at the time of ASR, and the characteristic of being able to obtain a large regenerative energy at the time of ABS is not utilized. As a whole, there is a problem that energy efficiency is reduced.

Japanese Patent Application Laid-Open No. 2003-30173

  The present invention has been made in view of the above, and it is an object of the present invention to provide a hybrid vehicle including an internal combustion engine and a motor generator, wherein the motor generator can travel independently with the motor generator. Even during anti-slip control), the motor alone travels with the motor generator and adjustment of the amount of drive torque generated by the motor generator is performed to accelerate by the limit drive torque amount before the slip occurs, thereby improving efficiency. An object of the present invention is to provide a hybrid vehicle and a control method of the hybrid vehicle which can further improve the fuel efficiency by using electric energy well.

  A further object of the present invention is to provide a hybrid vehicle having an internal combustion engine and a motor generator, and capable of regenerative traveling by the motor generator, and using the motor generator even during anti-slip control of ABS (antilock braking system). A hybrid vehicle and a control method of a hybrid vehicle capable of further improving fuel efficiency by recovering regenerative energy efficiently by performing regenerative traveling and decelerating with a limit braking torque amount before slip occurs. is there.

A hybrid vehicle according to the present invention for achieving the above object detects an occurrence of a wheel slip in a hybrid vehicle including an internal combustion engine and a motor generator and capable of motor independent traveling and regenerative traveling by the motor generator. comprises a slip occurrence detecting unit, and a control device for controlling the hybrid vehicle, wherein the control device, during acceleration of the hybrid vehicle, when it detects a wheel slip in the slip occurrence detection unit, the motor alone traveling The hybrid vehicle is run at a time, and control is performed to obtain the limit drive torque amount that does not generate a slip during motor-only travel, and when the hybrid vehicle is decelerated, the slip occurrence detection device detects wheel slip. A limit system calculated based on the limit drive torque amount obtained during the motor independent traveling And performing control for running the hybrid vehicle in the regenerative traveling in accordance with the amount of torque.

  The main factor of the braking torque applied to the wheels is the braking torque of the motor generator, and it is preferable to maximize the energy that can be regenerated by the motor generator as much as possible. However, braking between the brake rotor or the brake drum and the brake shoe A foot brake that generates torque may be used in combination. In this case, slip is prevented by adjusting the amount of braking torque of the motor generator regardless of the adjustment of the amount of braking torque by the foot brake.

A control method of a hybrid vehicle according to the present invention for achieving the above object is a control method of a hybrid vehicle including an internal combustion engine and a motor generator, and capable of motor independent traveling and regenerative traveling by the motor generator. During acceleration of the hybrid vehicle, it is detected whether or not there is a wheel slip, and when the occurrence of a wheel slip is detected, the hybrid vehicle is made to travel with the motor alone and the motor alone is running. The limit driving torque amount at which no slip occurs is determined, and whether or not there is a wheel slip is detected at the time of deceleration of the hybrid vehicle, and the slip of the wheel is detected. The limit braking torque amount is calculated based on the limit driving torque amount, and the regenerative running according to the calculated limit braking torque amount In a method which is characterized in that for running the hybrid vehicle.

  According to the hybrid vehicle and the control method of the hybrid vehicle of the present invention, during anti-slip control of ASR (anti-slip regulator) of the hybrid vehicle including the internal combustion engine and the motor generator and capable of traveling independently with the motor generator. In this case as well, electric energy is efficiently used by accelerating the motor drive by the motor generator and adjusting the drive torque amount generated by the motor generator and accelerating with the limit drive torque amount before the slip occurs. Fuel consumption can be further improved.

  Furthermore, even during anti-slip control of ABS (anti-lock braking system) of a hybrid vehicle that has an internal combustion engine and a motor generator and can perform regenerative travel with the motor generator, regenerative travel with the motor generator is performed. The fuel consumption can be further improved by efficiently recovering the regenerative energy by decelerating with the limit braking torque amount before the slip occurs.

BRIEF DESCRIPTION OF THE DRAWINGS It is the figure which showed typically the structure of the hybrid vehicle of embodiment which concerns on this invention, and is a figure which shows a motor independent traveling state. FIG. 2 is a diagram showing a motor regenerative traveling state in the hybrid vehicle of FIG. 1; FIG. 1 is a view schematically showing a configuration of a slip occurrence detection device, a control device, and the control device in a hybrid vehicle. It is a figure which shows an example of a control flow of the slip reduction control at the time of acceleration of the hybrid vehicle of embodiment which concerns on this invention. FIG. 5 is a diagram showing an example of a control flow of slip reduction control during deceleration of the hybrid vehicle according to the embodiment of the present invention.

  Hereinafter, a hybrid vehicle according to an embodiment of the present invention and a control method of the hybrid vehicle will be described with reference to the drawings. As shown in FIG. 1 and FIG. 2, the hybrid vehicle (HEV) 1 of this embodiment includes an engine (internal combustion engine) 10, a motor generator (motor and generator for travel) 20, and a transmission 30, and It is a vehicle that transmits the motive power of 10 and the motive power of the motor generator 20 to the wheels 34 via the transmission 30, and can use both the engine 10 and the motor generator 20 as a power source for traveling.

  Here, although the parallel type hybrid vehicle of FIG. 1 and FIG. 2 is described as an example, it may not be necessarily a parallel type hybrid vehicle, and the transmission 30 can be driven only by the motor generator 20 and regenerative traveling is It may be a hybrid vehicle having a function that can be performed.

  As shown in FIGS. 1 and 2, the power of the engine 10 is a differential (a differential gear (a differential gear) through a torque converter 13 connected to the engine 10, an engine travel clutch 14 in a connected state, a transmission 30, and a propeller shaft 31. Gear (32), and further to the wheel (34) via the axle (33).

  On the other hand, the motive power of the motor generator 20 is generated when the electric power charged (stored) in the battery 22 is supplied to the motor generator 20 via the inverter 21 and this motive power is a clutch for driving the motor in the connected state. The differential gear 32 is transmitted to the differential gear 32 via the transmission 23 and the propeller shaft 31, and is further transmitted to the wheel 34 via the axle 33.

  Thus, one or both of the motive power of the engine 10 and the motive power of the motor generator 20 are transmitted to the wheels 34 via the transmission 30, and the vehicle 1 travels. In other words, an engine alone travels with only the engine 10 as a power source, a motor alone travels with only the motor generator 20 as a power source, a combined travel with both the engine 10 and the motor generator 20 as a power source, The motor generator 20 is configured to be able to travel in a traveling mode such as motor regenerative traveling that generates electric power using the regenerative energy of the braking force 1.

  In the configurations of FIGS. 1 and 2, the transmission and disconnection of the power of the engine 10 to the wheels 34 is performed by switching the connection and disconnection of the engine travel clutch 14, and the connection and disconnection of the motor travel clutch 23 The switching is performed to transmit and shut off the power of the motor generator 20 to the wheels 34, as long as the transmission and shut off of the power of the engine 10 or the power of the motor generator 20 can be switched appropriately. 14 or the motor travel clutch 23 may not be provided.

  Further, in order to purify NOx (nitrogen oxide), PM (particulate matter) and the like in the exhaust gas G of the engine 10, exhaust gas purification including the NOx reduction catalytic device 12a and the PM collection filter device 12b and the like The device 12 is disposed in the exhaust passage 11 to purify NOx, PM and the like in the exhaust gas G.

  Then, a hybrid system 2 including the engine 10, the motor generator 20, and the transmission 30, and a control device 40 for controlling the hybrid vehicle 1 are provided. The control device 40 controls the entire engine 10 General control of the hybrid vehicle 1 including general control of the hybrid system 2 including general control of the motor generator 20 by the inverter 21, disconnection control of the engine travel clutch 14 and disconnection control of the motor travel clutch 23 And so on.

  Further, as shown in FIG. 3, the hybrid vehicle 1 equipped with this hybrid system 2 is configured to include a slip occurrence detection device 51 that detects the occurrence of a slip of the wheel 34, and controls the hybrid vehicle 1 together therewith. The control device 40 is configured to include acceleration slip reduction control means 41 and deceleration slip reduction control means 42.

  The slip occurrence detection device 51 detects the rotation speed of the wheel 34 using the wheel sensor 35 installed on the wheel 34, and if there is even one wheel 34 with a small rotation, it is determined that the wheel 34 is slipping. To generate a signal indicating that slip has been detected.

  In addition, when the hybrid vehicle 1 is accelerating, when the slip occurrence detection device 51 detects the slip of the wheel 34, the acceleration slip reduction control means 41 maintains the single travel of the motor when the single travel of the motor is performed. When the vehicle is not traveling, the motor 34 is switched to traveling alone, acceleration is performed by the driving torque Tac by the motor generator 20, and the driving torque amount Taa (i) generated by the motor generator 20 is adjusted in this traveling state. It is a means to perform the slip reduction control at the time of acceleration which reduces the slip of.

  As shown in FIG. 3, more specifically, the acceleration slip reduction control means 41 includes a drive torque increase / decrease control means 41a, a limit drive torque calculation means 41b, a constant torque acceleration control means 41c, and an acceleration repetition control means 41d. It is configured with.

  The drive torque increase / decrease control means 41 a decreases the drive torque amount Taa (i) when the slip occurrence detection device 51 detects the slip of the wheel 34 in the acceleration slip decrease control, and the slip occurrence detection device 51 When no slip is detected, drive torque increase / decrease control is performed to increase the drive torque amount Taa (i).

  Further, the limit drive torque calculation means 41b is means for calculating the limit drive torque amount Tam which is the drive torque amount Taa (i) immediately before the slip occurs, and the constant torque acceleration control means 41c is a limit drive torque calculation means The driving torque amount Taa (i) is controlled to the limit driving torque amount Tam calculated in 41b, and the motor alone travels during a preset traveling time or a preset traveling distance.

  The acceleration repeating control unit 41d performs acceleration slip reduction control and calculation of the limit drive torque amount Tam by the limit drive torque calculation unit 41b each time the preset travel time or the preset travel distance is exceeded. The control to repeat the control to repeat the constant torque acceleration control means 41c and the motor independent traveling with a constant driving torque amount is repeated until the ending condition set in advance is reached.

  In addition, when the hybrid vehicle 1 is decelerating, when the slip occurrence detection device 51 detects the slip of the wheel 34 during deceleration, the slip reduction control means 42 during deceleration maintains regenerative travel during regenerative travel, and is not regenerative travel. In the case of switching to regenerative travel, the motor generator 20 is decelerated by the braking torque Tbr, and the slip of the wheel 34 is reduced by adjusting the braking torque amount Tba (i) generated by the motor generator 20 in this traveling state Means for performing slip reduction control during deceleration.

  As shown in FIG. 3, more specifically, the deceleration slip reduction control means 42 includes a braking torque increase / decrease control means 42a, a limit braking torque calculation means 42b, a constant torque deceleration control means 42c, and a deceleration repetition control means 42d. It is configured with.

  The braking torque increase / decrease control means 42 a decreases the braking torque amount Tba (i) when the slip occurrence detection device 51 detects the slip of the wheel 34 in the slip reduction control at the time of deceleration, and the slip occurrence detection device 51 When it is not detected, the braking torque increase / decrease control is performed to increase the braking torque amount Tba (i).

  Further, the limit braking torque calculation means 42b is means for calculating the limit braking torque amount Tbm which is the braking torque amount Tba (i) immediately before the slip occurs, and the constant torque deceleration control means 42 is a limit braking torque calculation means The braking torque amount Tba (i) is controlled to the limit braking torque amount Tbm calculated in 42b, and regenerative traveling is performed during a preset traveling time or a preset traveling distance.

  And, each time the deceleration repeating control means 42d exceeds the preset traveling time or the preset traveling distance, the deceleration slip reduction control during deceleration and calculation of the limit braking torque amount Tbm by the limit braking torque calculating means 42b, It is a means for controlling so as to repeat the control of repeating the regenerative travel with a constant braking torque amount by the constant torque deceleration control means 42b until a preset ending condition is reached.

  In the hybrid vehicle 1 configured as above, the control device 40 controls the drive torque increase / decrease control means 41a during the slip period in which the slip occurrence detection device 51 continues to detect the slip of the wheel 34 in the slip reduction control during acceleration. The drive torque amount Taa (i) generated by the motor generator 20 is successively decreased by the preset drive reduction value ΔTa1 every preset first control time Δt1. Perform quantity reduction control.

  In the non-slip period from when the detection of the slip of the wheel 34 is stopped by the slip occurrence detection device 51 until the determination of the slip occurrence end is made, the drive torque increase / decrease control means 41 a A drive torque amount increase control is performed in which the generated drive torque amount Taa (i) is successively increased by a preset drive increase value ΔTa2 every preset second control time Δt2.

  At the same time, the limit drive torque calculation means 41b calculates the limit drive torque amount Tam which is the drive torque amount Taa (i) immediately before the slip occurs, and the constant torque acceleration control means 41c drives to the limit drive torque amount Tam. By controlling the torque amount Taa (i), the motor traveling alone is performed during a preset travel time Dt1 or a preset travel distance Dd1.

  Then, the acceleration reduction control, calculation of the limit driving torque amount Tam, and motor independent traveling with a constant driving torque amount are performed by the acceleration repeating control unit 41d each time the traveling time Dt1 or the traveling distance Dd1 is exceeded. The control is repeated until the preset end condition is reached.

  In this case, the drive increase value ΔTa2 is smaller than the drive decrease value ΔTa1, and the slip period decreases the drive decrease value ΔTa1 continuously or stepwise, and the non-slip period decreases the drive increase value ΔTa2 Is preferably made smaller continuously or stepwise, since the limit drive torque amount Tam can be reached in a short time while suppressing overshoot.

  Further, in the hybrid vehicle 1, the control device 40 controls the braking torque increase / decrease control means 42a during the slip period in which the slip occurrence detection device 51 continues to detect the slip of the wheel 34 in the slip reduction control during deceleration. The braking torque amount (regeneration torque amount) Tba (i) generated by the motor generator 20 is sequentially decreased by a preset braking reduction value ΔTb3 every preset third control time Δt3. Control to decrease the amount of braking torque.

  The braking torque increase / decrease control means 42a controls the motor generator 20 during a non-slip period after the detection of the slip of the wheel 34 by the slip occurrence detection device 51 is stopped until the slip occurrence termination determination is made. A braking torque amount increase control is performed in which the generated braking torque amount Tba (i) is successively increased by a preset braking increase value ΔTb2 every preset fourth control time Δt4.

  At the same time, the limit braking torque calculation means 42b calculates the limit braking torque amount Tbm which is the braking torque amount Tba (i) immediately before the slip occurs, and the constant torque deceleration control means 42c brakes to the limit braking torque amount Tbm. The torque amount Tba (i) is controlled to perform regenerative travel during a preset travel time Dt2 or a preset travel distance Dd2.

  Then, the deceleration control for decreasing deceleration, calculation of the limit braking torque amount Tbm, and regenerative traveling with a constant amount of braking torque are performed in advance each time the traveling time Dt2 or the traveling distance Dd2 is exceeded by the deceleration repeating control means 42d. Control is repeated until the set termination condition is reached.

  In this case, the braking increase value ΔTba2 is smaller than the braking reduction value ΔTb1, and the slip period decreases the braking reduction value ΔTb1 continuously or stepwise, and the non-slip period is a braking increase value ΔTb2 Is preferably made smaller continuously or stepwise, since the limit braking torque amount Tbm can be reached in a short time while suppressing overshoot.

  In addition, the road surface slip friction coefficient μ is calculated from the limit driving torque amount Tam or the limit braking torque amount Tbm, and the state of the vehicle body side of the current vehicle weight W and the center of gravity HgW, and the road surface friction coefficient μ is calculated. When the driving torque amount Taa (i) or the braking torque amount Tba (i) generated by the motor generator 20 is set, slip reduction control of the previous acceleration or deceleration and slip reduction control of the current acceleration or deceleration and Even if the vehicle side changes due to a change in the loading amount mounted on the hybrid vehicle 1 or the like, the limit drive torque amount Tam or the limit braking torque amount Tbm is taken into consideration in consideration of the state of the vehicle side. By using the motor generator 20 to calculate and generate the calculated limit driving torque amount Tam or the limiting braking torque amount Tbm, use of electrical energy efficiently or It will be possible to recover.

  Assuming that the driving force of the tire is P, the driving torque is T, the gear ratio between the driving shaft and the wheel is ρ, the power transmission efficiency is η, the tire effective radius is Rt, and the first coefficient is k1, “P = k1 × On the other hand, assuming that the road surface grip of the tire is F, the total weight of the vehicle is W, and the second coefficient is k2, “F = k2 × μ × W”. And since it slips by "P> F" and does not slip by "P <= F", road surface sliding friction coefficient mu can be computed from "P = F". Assuming that the vehicle weight (mass) of the hybrid vehicle 1 is M and the gravitational acceleration is g, “W = M × g”.

  That is, from “P = k1 × T × ρ × η / Rt = F = k2 × μ × W”, “μ = (k1 / k2) × (T × ρ × η) / (Rt × W) = (k1) / K2) × (ρ × η) / (Rt) × (T / W) = k × (T / W) ”, and from the driving state of hybrid vehicle 1 at that time, gear ratio 比, power transmission efficiency η, Since the tire effective radius Rt is determined, the coefficient k (= k1 / k2) is also determined, and the total vehicle body weight W at that time can be calculated from known techniques, so the limit driving torque amount Tam or the limiting braking torque Tbm The road surface sliding friction coefficient μm can be calculated. That is, “μm = k × (Tam / W)” or “μm = k × (Tbm / W)” is obtained.

  Therefore, once the road surface sliding friction coefficient μm is calculated, for example, by calculating “Tam = μm × W / k” or “Tbm = μm × W / k” while the road surface state does not change, for example, Even if the vehicle body total weight W changes or the gear ratio ρ or the power transmission efficiency 変 化 changes, if the coefficient k, in other words, the first coefficient k1 and the second coefficient k2 can be calculated, the limit drive torque amount Tam or Since the limit braking torque Tbm can be calculated, the slip reduction control can be performed using the limit driving torque amount Tam or the limit braking torque Tbm.

  That is, even if the reduction ratio of the transmission is changed during slip reduction control, or even if the power transmission efficiency η changes for some reason, these are grasped and reflected in the coefficient k, so that the limit drive can be performed accurately. The torque amount Tam or the limit braking torque Tbm is calculated to generate the drive torque Tac or the braking torque (regenerative torque) Tbr to be generated by the motor generator such that the limit drive torque amount Tam or the limit braking torque Tbm is obtained. Electrical energy can be used or recovered efficiently.

  In other words, the road surface sliding friction coefficient μm is calculated from the limit driving torque amount Tam or the limiting braking torque amount Tbm, and the vehicle side information such as the current vehicle weight W, and the motor generator 20 is calculated based on the road surface friction coefficient μm. Setting the driving torque amount Taa (i) or the braking torque Tba (i) generated in step h), it is possible to set the hybrid between the slip reduction control of the previous acceleration or deceleration and the slip reduction control of the current acceleration or deceleration. Even when the state of the vehicle body changes due to a change in the loading amount mounted on the vehicle 1 or the like, the limit driving torque amount Tam or the limit braking torque amount Tbm is determined in consideration of the vehicle side information indicating the state of the vehicle side. Electric energy can be efficiently generated by causing the motor generator 20 to generate the calculated limit driving torque amount Tam or the calculated limit braking torque amount Tbm. Can be used or recovered.

  In this slip generation end determination, when the hybrid vehicle 1 is stopped, the slip generation end determination is made, and even if it is not stopped, the slip is not generated from the data of the experiment or the like from the first determination of the slip generation. The wax determination time Δts is set in advance, and when this determination time Δts elapses, the slip generation end determination is made, or from the determination of the last slip generation, the generation of the next slip may occur from data such as experiments beforehand. The time .DELTA.tsc is set in advance as a determination time, and after the determination time .DELTA.tsc has passed, it is determined that the slip is not likely to occur after that.

  Next, a control method of the hybrid vehicle according to the embodiment of the present invention will be described. This control method is a control method of the hybrid vehicle 1 including the engine 10 and the motor generator 20 and capable of traveling alone by the motor generator 20. In this control method, the slip of the wheel 34 occurs when the hybrid vehicle 1 accelerates. When the motor is traveling alone, the motor traveling alone is maintained. When the motor traveling alone is not performed, the motor traveling alone is switched to the motor traveling alone, and the motor generator 20 is accelerated by the driving torque Tac. The slip of the wheel 34 is reduced by adjusting the driving torque amount Ta (i) generated by the motor generator 20.

  Further, in addition to the above method, when the hybrid vehicle 1 is capable of regenerative traveling by the motor generator 20 and the slip of the wheel 34 is detected at the time of deceleration of the hybrid vehicle 1, regeneration is performed during regenerative traveling. The traveling is maintained, and if not regenerative traveling, switching to regenerative traveling, decelerating with the braking torque Tbr by the motor generator 20, and adjusting the braking torque amount Tba (i) generated by the motor generator 20 in this traveling state To reduce the slip of the wheel 34.

  These control methods will be described in more detail with reference to the control flows of FIGS. 4 and 5. In the control flow of FIGS. 4 and 5, the acceleration or deceleration operation of the hybrid vehicle 1 is started, and the slip of the wheel 34 is detected when the hybrid vehicle 1 is accelerating or decelerating. The control flow is called and started from the control flow, and after a series of control is carried out, when the slip generation end determination is made, it returns and returns to the advanced control flow, and shows as a control flow ending with the advanced control flow. .

  Then, after the slip occurrence termination determination is made and the control flow returns to the advanced control flow, the control method of the normal hybrid vehicle is carried out, and the engine single running, combined running, motor single running is performed according to the driving condition of the hybrid vehicle at that time. , Motor regenerative travel is selected.

  In the control flow of FIG. 4, the acceleration operation of the hybrid vehicle 1 is started, and in the advanced control flow, in the case of the engine only traveling traveling with only the engine 10 as the power source, switching to the motor only traveling is performed by the motor generator 20 The generation of the drive torque driving torque amount Tac is started, or, in the case of the motor only traveling, the generation of the drive torque Tac by the motor generator 20 is continued, and then it is called from the advanced control flow and the control of FIG. When the flow starts, the slip flag Sf is reset to 0 and turned off (Sf = 0) as an initial setting in step S11, and the elapsed time ts used in the slip generation end determination is reset to 0 (ts = 0). . Further, the driving torque amount Taa (1) is set to the limit driving torque Tam when the immediately preceding slip reduction control is the slip reduction control during acceleration, and the limit braking torque Tbm when the slip reduction control immediately before is the slip reduction control during deceleration. Make it Also, the count “i” is set to “1” (i = 1).

  In the next step S12, it is determined whether a slip has occurred. This determination is made based on whether or not the slip occurrence detection device 51 outputs a signal for detecting the slip of the wheel 34. If it is determined in step S12 that a slip has occurred (YES), the process proceeds to step S13 to perform torque reduction control.

  In the torque reduction control of step S13, the drive torque amount Taa (i) generated by the motor generator 20 is reduced by a preset drive reduction value .DELTA.Ta1 every preset first control time .DELTA.t1. It will decrease gradually. That is, the new drive torque amount Taa (i + 1) after the first control time Δt1 from the present time with respect to the current drive torque amount Taa (i) is set as “Taa (i + 1) = Taa (i) −ΔTa1”. Further, a slip flag Sf indicating that a slip is in progress is set to 1 to turn it on (Sf = 1), and further, to reset the elapsed time ts used in the slip generation end determination to 0 (ts = 0). Then, when the first control time Δt1 has elapsed, the process goes to step S14.

  As part of the calculation of the limit drive torque Tam in step S14, the drive torque amount Taa (i + 1) is sequentially adopted as the value of the limit drive torque Tam. That is, “Tam = Taa (i + 1)” is set. As a result, when the occurrence of slip is eliminated, the value of drive torque amount Taa (i + 1), which is smaller from the drive torque amount Taa (i) of the last occurrence of slip by the drive reduction value ΔTa1, becomes the limit drive torque Tam. Will remain. In other words, the value of the maximum non-slip driving torque amount Taa (i + 1) becomes the limit driving torque Tam. Then, after step S14, the process returns to step S12.

  If it is determined in step S12 that no slip has occurred (NO), the process proceeds to step S15 to perform torque increase control. In this torque increase control, the drive torque amount Taa (i) generated by the motor generator 20 is successively increased by a preset drive increase value ΔTa2 every preset second control time Δt2. To go. That is, the new drive torque amount Taa (i + 1) after the second control time Δt2 from the current time with respect to the current drive torque amount Taa (i) is set as “Taa (i + 1) = Taa (i) + ΔTa2”. In addition, the slip flag Sf indicating that a slip is in progress is set to 0 to turn it off (Sf = 0), and the elapsed time ts used in the slip generation end determination is counted, and the second control time Δt2 is set to the elapsed time ts. Add (ts = ts + Δt2). And if 2nd control time (DELTA) t2 is passed, it will progress to step S16.

  In this step S16, it is judged whether or not slippage has occurred, according to whether or not the elapsed time ts where no slip has occurred is equal to or longer than the preset determination time tc (ts ≧ tc), and the elapsed time ts is the determination time tc. If it is determined that the slip has been completed, the process proceeds to Return to return to the advanced flow. On the other hand, if the elapsed time ts is less than the determination time tc and the slip is not completed, the process returns to Step S12.

Then, in the control flow illustrated in FIG. 5, the decelerating operation of the hybrid vehicle 1 is started, and the engine alone travels with only the engine 10 as the motive power source or both the engine 10 and the motor generator 20 as the motive power source. In case of parallel traveling, switching to regenerative traveling to start generation of braking torque Tbr by the motor generator 20, or switching to regenerative control in the case of motor independent traveling, regenerative control if already under regenerative control The braking torque Tdr by the motor generator 20 is continuously generated, and called from the advanced control flow, when the control flow of FIG. 5 starts, the slip flag Sf is reset to 0 as initial setting in step S21. Then, it is turned off (Sf = 0), and the elapsed time ts used in the slip generation end determination is reset to 0 (ts = 0). Further, the braking torque amount Tba (1) is set to the limit drive torque Tam when the immediately preceding slip reduction control is the slip reduction control during acceleration, and the limit braking torque Tbm when the slip reduction control immediately before is the slip reduction control during deceleration. Make it Also, the count “i” is set to “1” (i = 1).

  In the next step S22, it is determined whether a slip has occurred. This determination is made based on whether or not the slip occurrence detection device 51 outputs a signal for detecting the slip of the wheel 34. If it is determined in step S22 that a slip has occurred (YES), the process proceeds to step S23, and torque reduction control is performed.

  In the torque reduction control of step S23, the braking torque amount Tba (i) generated by the motor generator 20 is reduced by a preset braking reduction value .DELTA.Tb1 every preset third control time .DELTA.t3. It will decrease gradually. That is, the new braking torque amount Tba (i + 1) after the third control time Δt3 from the present time with respect to the current braking torque amount Tba (i) is set to “Tba (i + 1) = Tba (i) −ΔTb1”. Further, a slip flag Sf indicating that a slip is in progress is set to 1 to turn it on (Sf = 1), and further, to reset the elapsed time ts used in the slip generation end determination to 0 (ts = 0). Then, when the third control time Δt3 has elapsed, the process goes to step S24.

  As part of the calculation of the limit braking torque Tbm in step S24, the braking torque amount Tba (i + 1) is sequentially adopted as the value of the limit braking torque Tbm. That is, it is set as "Tbm = Tba (i + 1)." As a result, when the occurrence of the slip is eliminated, the value of the braking torque amount Tba (i + 1) which is smaller by the braking reduction value ΔTb1 from the braking torque amount Tba (i) of the last occurrence of the slip becomes the limit braking torque Tbm. Will remain. In other words, the value of the maximum braking torque amount Tba (i + 1) that does not slip is the limit braking torque Tbm. Then, after step S24, the process returns to step S22.

  If it is determined in step S22 that no slip has occurred (NO), the process proceeds to step S25 to perform torque increase control. In this torque increase control, the braking torque amount Tba (i) generated by the motor generator 20 is successively increased by a preset braking increase value ΔTb2 every preset fourth control time Δt4. To go. That is, the new braking torque amount Tba (i + 1) after the fourth control time Δt4 from the present time with respect to the current braking torque amount Tba (i) is set to “Tba (i + 1) = Tba (i) + ΔTb2”. In addition, the slip flag Sf indicating that a slip is in progress is set to 0 to turn it off (Sf = 0), and the elapsed time ts used in the slip generation end determination is counted, and the fourth control time Δt4 is set to the elapsed time ts. Add (ts = ts + Δt4). And if 4th control time (DELTA) t4 is passed, it will progress to step S26.

  In this step S26, it is judged whether or not slippage has occurred, according to whether or not the elapsed time ts when no slip has occurred is equal to or longer than the preset determination time tc (ts ≧ tc), and the elapsed time ts is the determination time tc. If it is determined that the slip has been completed, the process proceeds to Return to return to the advanced flow, while the elapsed time ts is less than the determination time tc, and if the slip is not completed, the process returns to Step S22.

  Then, after the control flow of FIG. 4, when the acceleration operation of the hybrid vehicle 1 is started again, the limit drive torque Tam at the previous time, that is, the acceleration operation immediately before, is the torque reduction control of step S13, or Since it becomes the initial value Taa (1) of the torque increase control in step S14, the limit drive torque Tam can be reached in a short time.

  On the other hand, when the decelerating operation of the hybrid vehicle 1 that is the control flow of FIG. 5 is started after the control flow of FIG. 4, the limit drive torque Tam at the previous acceleration operation, that is, the immediately preceding acceleration operation is FIG. Since the torque reduction control of step S23 of the control flow or the initial value of the braking torque Tba (1) of the torque increase control of step S24, the limit braking torque Tbm can be reached in a short time.

  Further, after the control flow of FIG. 5, when the acceleration operation of the hybrid vehicle 1 which is the control flow of FIG. 4 is started, the limit braking Tbm during the previous deceleration operation, that is, the immediately preceding deceleration operation, corresponds to step S13 of FIG. Since it becomes the initial value Taa (1) of the torque reduction control or the torque increase control of step S14, the limit drive torque Tam can be reached in a short time.

  On the other hand, if the decelerating operation of the hybrid vehicle 1 is started again after the control flow of FIG. 5, the limit braking torque Tbm at the previous decelerating operation, that is, immediately before the decelerating operation, is the torque reduction control of step S23, or Since the initial value Tba (1) of the torque increase control in step S24 is obtained, the limit braking torque Tbm can be reached in a short time.

  Regarding the slip occurrence end determination method, in the control flow of FIGS. 4 and 5, the slip occurrence end when the elapsed time ts where no slip has occurred becomes equal to or more than the determination time tc (ts ≧ tc) set in advance. However, there is also a method of determining whether or not the hybrid vehicle 1 has reached the target speed during acceleration, or whether the elapsed time ts1 from the start of the slip occurrence is greater than or equal to the predetermined determination time tc1. There is a method etc. of judging by whether or not it may be used together.

  According to the hybrid vehicle 1 of the embodiment having the above configuration and the control method of the hybrid vehicle, when the driving force is applied to the wheel 34 at the time of acceleration of the hybrid vehicle 1, the ASR (anti. Even when the slip regulator operates, the wheel 34 slips by continuing or starting traveling control by the motor generator 20 and finely adjusting the driving torque amount Taa (i) by the motor generator 20. Control of the hybrid vehicle 1 can be maintained. At the same time, the driving energy can be finely adjusted by the motor generator 20 and the electric energy can be efficiently utilized to further improve the fuel consumption.

  In addition, even when the ABS (antilock braking system) that prevents the lock of the wheel 34 is activated when the braking force is applied to the wheel 34 at the time of deceleration of the hybrid vehicle 1, traveling by the motor generator 20 Control can be continued, and the amount of braking torque Tba (i) can be finely adjusted by the motor generator 20 to prevent the wheels 34 from locking and maintain control of the hybrid vehicle 1, and the motor generator Fuel efficiency can be further improved by recovering regenerative energy at 20 and efficiently using electrical energy.

  Moreover, when the control device 40 is configured by the above-described means, the drive torque amount Taa (i) generated by the motor generator 20 can be slipped with relatively simple control and in a shorter time. It can be adjusted to a value that can achieve the target speed with a small amount of energy while preventing. In addition, the amount of braking torque (regeneration torque) Tba (i) generated by the motor generator can be obtained with relatively simple control and in a shorter time while a large amount of regeneration energy can be obtained while preventing the occurrence of slip. It can be adjusted to any value.

1 Hybrid vehicle (HEV)
2 hybrid system 10 engine (internal combustion engine)
11 exhaust passage 12 exhaust gas purification device 12a NOx reduction catalytic device 12b PM collection filter device 13 torque converter 14 clutch for engine travel 20 motor generator (motor for traveling and generator)
22 Battery 23 Clutch for running the motor 30 Transmission 31 Propeller shaft 32 Differential (differential gear)
33 axle 34 wheel 35 wheel sensor 40 control device 41 acceleration slip reduction control means 41a drive torque increase / decrease control means 41b limit drive torque calculation means 41c constant torque acceleration control means 41d acceleration repeat control means 42 deceleration slip reduction control means 42a Brake torque increase / decrease control means 42b Limit braking torque calculation means 42c Constant torque deceleration control means 42d Deceleration repetition control means 51 Slip occurrence detection device Sf Slip flag tc, tc1 Judgment time ts Elapsed time after slip end time ts1 After slip start Elapsed time Tma Drive torque amount Tmb immediately after the detection of slip has stopped Drive torque amount Tm (i) and Tm (i + 1) of a size not generating slip The amount of drive torque W Body weight α Deceleration Δt1 1st control time Δt2 2 Control time ΔTm1 Decrease value for control Δ Tm2 control increase value μ Road slip friction coefficient

Claims (7)

A hybrid vehicle comprising an internal combustion engine and a motor generator, wherein the motor generator is capable of traveling alone and regenerative traveling by the motor generator.
A slip occurrence detection device for detecting occurrence of wheel slip, and a control device for controlling the hybrid vehicle ;
The controller
At the time of acceleration of the hybrid vehicle, when the slip of the wheel is detected by the slip generation detection device, the hybrid vehicle is caused to travel by the motor alone traveling, and the limit driving torque amount at which the slip is not generated during the motor alone traveling is Perform the required control,
The regenerative travel according to the limit braking torque amount calculated based on the limit drive torque amount obtained during the motor independent travel when the slip of the wheel is detected by the slip occurrence detection device at the time of deceleration of the hybrid vehicle A hybrid vehicle characterized by performing control to run the hybrid vehicle. During acceleration of the hybrid vehicle, a preset termination condition is reached,
The slip occurrence detection device detects whether or not a wheel has slipped for each of a preset traveling time or a preset traveling distance,
In the slip period in which the control device detects the slip of the wheel with the slip occurrence detection device, the drive torque amount generated by the motor generator is continuously or stepwise decreased, and the wheel with the slip occurrence detection device Control to continuously or stepwise increase the amount of drive torque generated by the motor generator in a non-slip period in which no slip is detected.
The hybrid vehicle according to claim 1, wherein a drive torque amount generated by the motor generator when the end condition is reached is set as the limit drive torque amount. In the slip period, the control device sequentially reduces the amount of torque generated by the motor generator by a preset drive reduction value for each preset first control time, and the non-slip period And performing control to sequentially increase the amount of torque generated by the motor generator by a preset driving increase value for each preset second control time,
The hybrid vehicle according to claim 2, wherein a drive torque amount generated by the motor generator when the end condition is reached is set as the limit drive torque amount. The hybrid vehicle according to claim 2 or 3, wherein the drive increase value is smaller than the drive decrease value. The control device calculates the road surface slip friction coefficient using the vehicle body side information including the vehicle body weight when the limit driving torque amount is determined, and the road surface slip friction coefficient calculated when the hybrid vehicle is decelerating, The limit braking torque amount is calculated using the said vehicle body side information in time, and the braking torque amount which the said motor generator generate | occur | produces is adjusted so that it may become this limit braking torque amount. The hybrid vehicle described in. The controller
While operating the anti-slip regulator, the hybrid vehicle is driven by the motor alone traveling, and the limit driving torque amount is determined.
A control for causing the hybrid vehicle to travel in the regenerative travel according to the limit braking torque amount calculated based on the limit driving torque amount obtained during operation of the anti-slip regulator while the antilock brake system is operating. The hybrid vehicle according to any one of claims 1 to 5, which is performed. In a control method of a hybrid vehicle including an internal combustion engine and a motor generator, wherein motor independent traveling and regeneration traveling can be performed by the motor generator.
During acceleration of the hybrid vehicle, it is detected whether or not there is a wheel slip, and when the occurrence of a wheel slip is detected, the hybrid vehicle is made to travel with the motor alone and the motor alone is running. Calculate the limit drive torque amount that does not cause slippage
At the time of deceleration of the hybrid vehicle, it is detected whether or not there is a wheel slip, and when a wheel slip is detected, a limit braking torque amount based on the limit driving torque amount obtained during the motor independent traveling Calculating a hybrid vehicle according to the calculated limit braking torque amount and causing the hybrid vehicle to travel in the regenerative travel .

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