Control system for hybrid vehicle

Abstract

A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Claims

1. A control system for a hybrid vehicle, the control system comprising: a driving power source configured to travel the hybrid vehicle, the driving power source including a motor, an engine, and a clutch, the motor being configured to output a torque, the engine being configured to be cranked by the motor to start, the clutch being coupled with the motor, and the clutch being configured such that a torque capacity of the clutch continuously changes based on a change of a control amount; and an electronic control unit configured to, when the torque that the motor outputs is transmitted to the engine through the clutch in a slip state by changing the control amount, estimate a torque of the clutch based on the torque that the motor outputs, a change rate of a rotational speed of the motor based on a change of the control amount, and a change rate of a rotational speed of a member on a motor side of the clutch based on the change of the control amount.

2. A control system for a hybrid vehicle, the control system comprising: a driving power source configured to travel the hybrid vehicle, the driving power source including a motor, an engine, and a clutch, the motor being configured to output a torque, the engine being configured to be cranked by the motor to start, the engine being coupled with the motor via the clutch, and the clutch being configured such that a torque capacity of the clutch continuously changes based on a change of a control amount; and an electronic control unit configured to, when the torque is transmitted from the motor via the clutch in a slip state to the engine to crank the engine such that an engine speed is increased, estimate a torque of the clutch based on the torque that the motor outputs, a change rate of a rotational speed of the motor based on an increase in the engine speed, and a change rate of a rotational speed of a member on a motor side of the clutch based on the increase in the engine speed.

3. The control system according to claim 1, wherein the motor includes a first motor having a power generation function, the control system further comprising: a differential mechanism configured to perform a differential operation by at least a first rotating element, a second rotating element, and a third rotating element; and a second motor, wherein the first motor is coupled with the first rotating element; the engine is coupled with the second rotating element; the third rotating element is configured to transmit a driving force to a wheel; and the third rotating element is coupled with the second motor.

4. The control system according to claim 3, wherein the electronic control unit is configured to estimate the torque of the clutch when the engine is cranked by the first motor such that the engine is started in a state in which the wheel is braked and a rotation of the third rotating element is stopped.

5. The control system according to claim 3, wherein the electronic control unit is configured to make an output of the second motor, an output that satisfies a request output to the hybrid vehicle, when the torque of the clutch is estimated.

6. The control system according to claim 2, wherein the motor includes a first motor having a power generation function, the control system further comprising: a differential mechanism configured to perform a differential operation by at least a first rotating element, a second rotating element, and a third rotating element; and a second motor, wherein the first motor is coupled with the first rotating element; the engine is coupled with the second rotating element; the third rotating element is configured to transmit a driving force to a wheel; and the third rotating element is coupled with the second motor.

7. The control system according to claim 6, wherein the electronic control unit is configured to estimate the torque of the clutch when the engine is cranked by the first motor such that the engine is started in a state in which the wheel is braked and a rotation of the third rotating element is stopped.

8. The control system according to claim 6, wherein the electronic control unit is configured to make an output of the second motor, an output that satisfies a request output to the hybrid vehicle, when the torque of the clutch is estimated.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

(2) FIG. 1 is a flowchart that describes an example of a control that is executed in a control device according to the present invention;

(3) FIG. 2 is a nomograph that shows a state where an engine is cranked by a first motor generator;

(4) FIG. 3 is a schematic diagram that shows an example of a map in which a relationship between an operation amount of a clutch and a torque is defined;

(5) FIG. 4 is a skeleton diagram that shows an example of a gear train of a hybrid vehicle to which the present invention can be applied;

(6) FIG. 5 is a chart that records a state of each travel mode and an engagement and release of a clutch in block;

(7) FIG. 6 is a nomograph that describes an operation state in each travel mode;

(8) FIG. 7 is a block diagram that shows another example of a power train of a hybrid vehicle to which the present invention can be applied; and

(9) FIG. 8 is a block diagram that shows still another example of a power train of a hybrid vehicle to which the present invention can be applied.

DETAILED DESCRIPTION OF EMBODIMENT

(10) The present invention is a system that relates to a control of a hybrid vehicle that includes an engine and a motor or a motor generator (hereinafter, these are described in block as a motor in some cases) as a driving power source. In this kind of vehicle, in addition to travel by an engine and travel by the engine and motor, such travel that uses only the motor or travel during which energy is regenerated by the motor can be performed, further, during travel by the motor, a driving form such that the engine is stopped, and the engine is restarted can be adopted. In so-called EV travel during which the motor is used as a the driving power source, it is preferable to suppress the power loss due to co-rotation of the engine, further, in the case of the EV travel in which a plurality of motors are provided and any motors thereof are used to travel, it is preferable to reduce the power loss due to the co-rotation of not only the engine but also motors that do not output power. According to such a requirement, in some cases, a clutch that disconnects the engine from a power transmission system that transmits power to a driving wheel is disposed, the present invention is applied to a control system that takes a hybrid vehicle that is provided with this kind of clutch as a target.

(11) In FIG. 4, an example of a gear train in the hybrid vehicle that includes the above-described clutch is schematically shown. The example shown here is an example configured such that, while a part of power that is output by an engine (ENG) 1 is transmitted to a driving wheel 2 by mechanical means, another part of the power that is output by the engine 1 is, after once converted into electric power, inversely converted to mechanical power and transmitted to the driving wheel 2. A power dividing mechanism 3 that divides the power that the engine 1 outputs like this is disposed. The power dividing mechanism 3 has a configuration the same as that of a power dividing mechanism in a conventional two-motor type hybrid drive device, and, an example shown in FIG. 4 is configured with a differential mechanism that generates a differential operation by three rotating elements, for example, a single pinion type planetary gear mechanism. The single pinion type planetary gear mechanism is configured with a sun gear 4, a ring gear 5 disposed on a concentric circle relative to the sun gear 4, and a carrier 6 that holds such that the pinion gear that is engaged with these sun gear 4 and ring gear 5 can rotate and revolve.

(12) The carrier 6 is an input element and an input shaft 7 is coupled with the carrier 6. Further, between the input shaft 7 and an output shaft (crank shaft) 8 of the engine 1, a clutch K0 is disposed. The clutch K0 couples the engine 1 with a power transmission system 9 such as the power dividing mechanism 3, or disconnects from the power transmission system 9, and is configured by a friction clutch that continuously varies between a state of “0” where a transmission torque capacity is completely released to a complete engagement state of no slip. The friction clutch may be any one of conventional dry and wet clutch, and may be any one of a single plate type and a multi-plate type. Further, an actuator that switches to an engagement state and a release state may be an oil pressure type actuator and an electromagnetic actuator. In the case of, for example, a dry single plate clutch that has been adopted in a conventional vehicle, when the actuator is put into a non-operation state, an engagement state is maintained by a so-called return mechanism such as a diaphragm spring. Therefore, the transmission torque capacity of the clutch K0 varies depending on an amount of operation of an actuator for engaging or releasing the clutch K0 and a correlationship is held between both. More specifically, a nearly proportional relationship exists between an oil pressure or a current value or a stroke amount of the actuator and a transmission torque capacity, therefore, the transmission torque capacity is determined in advance as a value to an amount of operation such as a stroke amount of the actuator or an oil pressure, and can be prepared in a form of a map. When the frictional coefficient varies with time, a relationship between the transmission torque capacity and the amount of operation varies.

(13) Further, the sun gear 4 is a reaction force element and a first motor generator (MG1) 10 is coupled with the sun gear 4. The first motor generator 10 is substantially a motor having a power generating function, and is configured by a permanent magnet synchronous electric machine and the like. Further, the ring gear 5 is an output element, an output gear 11 that is an output member is integrated with the ring gear 5, and a driving force is output from the output gear 11 to the driving wheel 2. A mechanism for transmitting the driving force from the output gear 11 to the driving wheel 2 includes a differential gear or a drive shaft. Since these are the same as the conventional vehicle, detailed description thereof is omitted.

(14) The engine 1, the power dividing mechanism 3 and the first motor generator 10, which are described above are disposed on the same axis line and, on an extension of the axis line, a second motor generator 12 is disposed. The second motor generator 12 generates a driving force for travel and regenerates energy, and is configured by the permanent magnet synchronous electric machine in the same manner as the first motor generator 10. The second motor generator 12 and the output gear 11 are coupled via a deceleration mechanism 13. The deceleration mechanism 13 is, in an example shown in FIG. 4, configured by a single pinion type planetary gear mechanism, the second motor generator 12 is coupled with a sun gear 14, a carrier 15 is coupled with a fixing member 16 such as a housing and fixed, and a ring gear 17 is integrated with the output gear 11.

(15) Each of the motor generators 10 and 12 described above is electrically connected to a controller 18 that includes an electrical storage device and an inverter. An electronic control unit (MG-ECU) 19 for a motor generator for controlling the controller 18 is disposed. The electronic control unit 19 is configured to be mainly formed of a microcomputer, perform a calculation based on input data and memorized data or command signals or the like, and output a result of the calculation to the controller 18 as a control command signal. Each of the motor generators 10 and 12 is configured to function as a motor or an electric machine by a control signal from the controller 18, and a torque in each case is controlled.

(16) The engine 1 described above is configured to electrically control the output and start and stop. In the case of a gasoline engine, for example, a throttle opening degree, a fuel supply amount, stoppage of fuel supply, execution and stoppage of ignition, and ignition timing are configured to be electrically controlled. An electronic control unit (E/G-ECU) 20 for engine for performing the control is disposed. The electronic control unit 20 is configured to be mainly made of a microcomputer, perform a calculation based on input data or command signals, output the result of the calculation to the engine 1 as a control signal, and perform various controls described above.

(17) The engine 1, respective motor generators 10 and 12, the clutch K0 and the power dividing mechanism 3, which were described above constitute a driving power source 21, and an electronic control unit (HV-ECU) 22 for a hybrid, which controls the driving power source 21 is disposed. The electronic control unit 22 is configured to be mainly made of a microcomputer, output a command signal to the electronic control unit 19 for a motor generator or the electronic control unit 20 for an engine, which were described above, and execute various controls described below.

(18) In a hybrid drive system shown in FIG. 4, a hybrid (HV) mode in which a vehicle travels by power of the engine 1 and an electric vehicle (EV) mode in which the vehicle travels by electric power can be set, further, as the EV mode, a disconnection EV mode in which the engine 1 is disconnected from the power transmission system 9 and a normal EV mode in which the engine 1 and the power transmission system 9 are coupled can be set. Engagement and release states of the clutch K0 described above when these respective modes are set are shown in FIG. 5 in block. That is, in the disconnection EV mode, the clutch K0 is released, by contrast, in the normal EV mode and the HV mode, the clutch K0 is engaged. These travel modes are selected depending on a travel state of the vehicle such as a drive request amount such as an accelerator opening degree, a vehicle speed, and a charged amount of an electrical storage device (SOC: State Of Charge). For example, when a vehicle travels at to some degree a high speed and the accelerator position is to some degree large to maintain the vehicle speed, the HV mode is set. On the other hand, in the case where the SOC is sufficiently large and accelerator position is relatively small, or in the case of a travel state where it is highly likely that an automatically stopped engine 1 is restarted, the normal EV mode is set. Further, in the case, for example, where the EV mode is selected by a driver's manual operation, or the travel is possible only by the electric power, and it is necessary to suppress the power loss by the co-rotation of the first motor generator 10, the disconnection EV mode is selected.

(19) Here, an operation state of a hybrid drive system in each of the travel modes will be briefly described. FIG. 6 is a nomograph of the power dividing mechanism 3 described above, the nomograph shows each of the sun gear 4, the carrier 6 and the ring gear 5 with a vertical line, separations thereof are set to separations corresponding to a gear ratio of the planetary gear mechanism that forms the power dividing mechanism 3, further, a vertical direction of each of vertical lines is set to a rotation direction and a position in a vertical direction is set to a rotational speed. A line described as “disconnection” in FIG. 6 shows an operation state in the disconnection EV mode, in this travel mode, the second motor generator 12 is functioned as a motor and the vehicle travels by the power thereof, the engine 1 is stopped by disconnecting from the power transmission system 9 by releasing the clutch K0, further, the first motor generator 10 is also stopped. Therefore, the rotation of the sun gear 4 is stopped, the ring gear 5 rotates positively together with the output gear 11 with respect thereto, and the carrier 6 rotates positively at the rotational speed decelerated depending on a gear ratio of the planetary gear mechanism relative to the rotational speed of the ring gear 5.

(20) Further, a line described as “normal” in FIG. 6 shows an operation state in the normal EV mode, in this travel mode, since the vehicle travels by power of the second motor generator 12 and the engine 1 is stopped, in a state where the carrier 6 is fixed, the ring gear 5 rotates positively and the sun gear 4 rotates backwards. In this case, it is also possible to make the first motor generator 10 function as an electric machine. Further, a line described as “HV” in FIG. 6 shows a travel state in the HV mode, since, in a state where the clutch K0 is engaged, the engine 1 outputs a driving force, a torque acts in a direction that positively rotates the carrier 6. In this state, when the first motor generator 10 is functioned as an electric machine, a torque acts on the sun gear 4 in a direction that reverses the rotation. As a result, a torque in a direction that positively rotates the ring gear 5 appears. Further, in this case, electric power generated by the first motor generator 10 is supplied to the second motor generator 12 and the second motor generator 12 functions as a motor, and the driving force is transmitted to the output gear 11. Therefore, in the HV mode, a part of power output from the engine 1 is transmitted to the output gear 11 via the power dividing mechanism 3, and, remaining power is, after conversion into electric power by the first motor generator 10 and transmission to the second motor generator 12, reconverted into mechanical power and transmitted to the output gear 11 from the second motor generator 12. In all travel modes, when there is no need of actively outputting a driving force such as during deceleration, any one of the motor generators 10 and 12 is functioned as an electric machine and energy is regenerated.

(21) As described above, the hybrid vehicle that is a target of the present invention can travel by electric power by releasing the clutch K0, further, in the case where the SOC of the electrical storage device decreases or in the case where the requested driving force increases, the engine 1 is started and its power is transmitted via the clutch K0 to the power transmission system 9. Accompanying switching of the travel modes like this, the clutch K0 is released or engaged, and a torque changes when the clutch is engaged and released. The change of the torque is largely influenced by a change of the transmission torque capacity of the clutch K0. There, the control system according to the present invention is configured to estimate the transmission torque capacity of the clutch K0 (referred to as “clutch torque” in some cases) and to execute the engagement control or the release control of the clutch K0 by making use of the estimation result. This is because the torque transmitted via the clutch K0 is controlled so as to change smoothly and the shock or uncomfortable sensation is evaded or suppressed thereby.

(22) FIG. 1 is a flowchart for describing an example of an estimation control of the clutch torque, which is executed in the control system according to the present invention. This routine is repeatedly executed when a main switch of a hybrid vehicle is turned on, or executed every time when a predetermined condition is satisfied. The predetermined condition may be properly determined as required, the condition may be that, for example, a main switch is turned on, a predetermined travel distance is reached, a predetermined definite time has elapsed, or the rotation of the driving wheel 2 is stopped by a braking operation and the vehicle is stopped.

(23) In FIG. 1, first, whether an engagement operation of the clutch K0 or a releasing operation thereof is executed is determined (step S1). In the case where because determination of switching the clutch K0 from the released state to the engaged state or on the contrary determination of switching from the engaged state to the released state is not satisfied, the switching operation of the clutch K0 is not executed, negative determination is performed in step S1, in this case, without particularly controlling, the routine of FIG. 1 is once stopped. That is, the routine proceeds to the return. On the contrary, when determination of whether engaging or releasing the clutch K0 is satisfied and the switching operation thereof is started, the positive determination is performed in step S1. Determination of the step S1 can be performed based on a control command signal which the electronic control unit 22 for a hybrid described above outputs to the clutch K0.

(24) When positively determined in the step S1, the clutch torque is calculated (estimated) based on the change of the torque and rotational speed of the first motor generator 10 and the like (step S2). That the clutch K0 is engaged or released in a state where a main switch of the hybrid vehicle is turned on is mainly to start the engine 1 or to stop the engine 1, that is, the first motor generator 10 is controlled such that the speed of the engine 1 may be the target speed. When a case where the engine 1 is started is described as an example thereof, FIG. 2 is a nomograph the same as that in FIG. 6 described above, an example where by stopping the engine 1 and by releasing the clutch K0, the engine 1 is disconnected from the power transmission system 9, in this state, when the vehicle travels by the power of the second motor generator 12, the engine 1 is cranked by the first motor generator 10 is shown.

(25) In a state where the clutch K0 is released, since the torque is not particularly applied to the first motor generator 10, the first motor generator 10 is stopped by, for example, a cogging torque. However, when the clutch K0 begins having the transmission torque capacity, a torque in a direction that reverses the rotation is applied on the first motor generator 10. When the first motor generator 10 outputs a torque in a direction of normal rotation in this state, accompanying the slip of the clutch K0, the rotational speed of the first motor generator 10 changes by a predetermined amount ΔNmg1. Further, a torque corresponding to the transmission torque capacity of the clutch K0 is applied on the engine 1, and by cranking by the torque, the rotational speed thereof is increased. A torque (clutch torque) Tclutch corresponding to an amount of operation of the clutch K0 at this time is represented by the following formula.
Tclutch=Tmg1×Gmg1−Img1×ΔNmg1×Gmg1−Iclutch×ΔNclutch
Herein, Tmg1 represents a torque of the first motor generator 10 and can be obtained from a current value. Img1 represents an inertia moment of the first motor generator 10 and can be obtained in advance. ΔNmg1 represents a rotational speed change rate (angular acceleration) of the first motor generator 10 and can be obtained based on, for example, the rotational speed detected by a resolver (not shown in the drawing) incorporated in the first motor generator 10. Gmg1 represents a gear ratio between the first motor generator 10 and the clutch K0. Iclutch represents an inertia moment of the clutch K0, which is an inertia moment that includes a member on the first motor generator 10 side in the clutch K0, an input shaft 7 and the carrier 6 that rotate in one body therewith, and ΔNclutch represents a rotational speed change rate (angular acceleration) of the clutch K0, which is a rotational speed change rate that includes a member on the first motor generator 10 side in the clutch K0, an input shaft 7 and the carrier 6 that rotate in one body therewith.

(26) When the clutch K0 is engaged or released at a predetermined operation amount that is determined in advance, rotational speeds of the first motor generator 10 and a member on a side of the first motor generator 10 in the clutch K0 change, and torques corresponding to respective inertia moments and the rotational speed change rates are consumed. The torque obtained by subtracting the torque that is consumed in the rotational speed change described above from the output torque of the first motor generator 10 balances with the transmission torque capacity of the clutch K0 that is engaged or released at a predetermined operation amount.

(27) With the clutch torque Tclutch obtained thus, a map in which the torque is determined corresponding to an operation amount is corrected (step S3), thereafter, the routine proceeds to the return. The map can be represented, as shown in, for example, FIG. 3, as a line map with a control amount (operation amount) such as an operation stroke amount or oil pressure of an actuator in a horizontal axis and a clutch torque in a vertical axis. An example shown in FIG. 3 is a map of a clutch that has the same structure as a dry clutch used in a vehicle on which a manual transmission is mounted. In a state where an operation amount is “0” or equal with or less than a predetermined amount, the clutch is in a so-called complete engagement, and the clutch torque corresponding to the friction coefficient, a diameter of a friction material, and a pressing force by a return spring is maintained. When an operation amount increases to some extent, since the pressing force by the return spring is diminished, the clutch torque gradually decreases to be a half-clutch state where the torque is transmitted accompanying the slip. And, at last, a so-called completely released state is reached, that is, the torque is not transmitted. Since the transmission torque capacity of the friction clutch is determined by the frictional coefficient and a radius of a friction material, the number of friction surfaces and the pressing force (contact pressure of the friction surface) and the like, a map of the friction clutch can be determined in advance. In the step S3 described above, the map prepared in advance is corrected as described above. In FIG. 3, an example of a case when the map is corrected accompanying a decrease in, for example, the frictional coefficient is shown with a broken line.

(28) In the map corrected like this, by taking in a temporal change of errors caused by the frictional coefficient, an elastic force of the return spring, and wear of a mechanism that performs an engagement operation and a releasing operation, a change of the clutch torque relative to an operation amount is corrected. In particular, since the clutch torque Tclutch that corrects data such as the map that determines a relationship between an operation amount of the clutch K0 and the transmission torque capacity includes the torque consumed in the rotational speed change described above during operation by a predetermined operation amount, although this is not the transmission torque capacity of the clutch K0, which is directly detected, it is a torque that is near an actual transmission torque capacity and high in accuracy. That is, according to the control described above of the present invention, the transmission torque capacity of the clutch K0 can be estimated with high accuracy. Therefore, in the case where the clutch K0 is engaged to start the engine 1 in a hybrid vehicle that has the gear train shown in FIG. 4 described above, or in the case where the clutch K0 is released to disconnect the engine 1 from the power transmission system 9, when the clutch K0 is controlled based on the map corrected as described above, by suppressing a rapid change of the torque, the shock or uncomfortable sensation can be prevented or suppressed. Further, on the other hand, deficiency in the torque and excessive slippage of the clutch K0 caused thereby can be suppressed.

(29) When the determination was negative in the step S1 described above, that is, an operation of engagement or release of the clutch K0 was not performed or is not performed, without particularly performing the control, the routine of FIG. 1 is once stopped. That is, the routine proceeds to the return.

(30) Now, as known from the nomograph shown in FIG. 2, when the engine 1 is cranked by the first motor generator 10 in a state of traveling by power of the second motor generator 12, a torque in a direction that reduces the driving force works on the ring gear 5 that is an output element or the output gear 11 integrated therewith. By increasing the output torque of the second motor generator 12 so as to overcome the torque, the drive torque of the hybrid vehicle can be suppressed from changing. On the other hand, in the hybrid vehicle, when a charging capacity (SOC) of an electrical storage device becomes a predetermined reference capacity or less, the engine 1 drives, for example, the first motor generator 10 to generate power and charges the electrical storage device. Such power generation and charging are preferably performed not so as to influence on the driving force for travel of the hybrid vehicle. For this, in a state in which the driving wheel 2 is braked and the hybrid vehicle is stopped, the engine 1 is started for power generation in some cases. Such an operation is called a “P charge” in some cases, in that case, although a reaction force torque accompanying the start of the engine 1 is applied on the output gear 11, since the vehicle is braked, the shock or vibration is hardly generated. An estimation of the clutch torque or correction of data such as the map based on the result of the estimation according to the present invention are preferably executed when the engine 1 is started by such so-called P charge. This is because other controls accompanying the estimation of the clutch torque can be made less.

(31) The present invention can be applied to, without limiting to specific examples described above, a device that estimates the transmission torque capacity of the clutch that transmits the torque of the motor in the hybrid vehicle and that corrects the relationship between an operation amount and the torque of the clutch based on the estimation result. With a hybrid vehicle that includes, as shown in, for example, FIG. 7, a power train in which an engine (ENG) 100 and a motor generator 101 are coupled by a clutch K10 and a transmission (T/M) 102 is coupled on an output side of the motor generator (MG) 101 as a target, a clutch torque may be estimated based on the torque of the motor generator 101 or the change rate of the rotational speed thereof when the clutch K10 is engaged or released. Alternatively, with a hybrid vehicle in which, as shown in FIG. 8, a first motor generator (MG) 111 is coupled on an output side of an engine (ENG) 110 and a second motor generator (MG) 112 is coupled with the first motor generator (MG) 111 via a clutch K20, and a transmission (TM) 113 is coupled on an output side of the second motor generator 112 as a target, a clutch torque may be estimated based on a torque of the motor generator 111 (or 112) or the change rate of the rotational speed thereof when the clutch K20 is engaged or released.