• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    DEVICE FOR QUICK DECELERATION CONTROL IN HYBRID VEHICLE. A hybrid vehicle is provided in which an engine / generator 5 is positioned between an engine 1 and an automatic transmission 3, engine 1 and engine / generator 5 are connected via a first clutch 6 and a second clutch 7 is provided between the engine / generator 5 and a road drive wheel 2. In a HEV mode in which the first clutch 6 is engaged, when a vehicle's deceleration is determined to be rapid deceleration from a threshold value or greater, the first clutch 6 is released and at the same time, fuel supply to engine 1 is interrupted by an engine control 21. Even when, due to rapid deceleration, engine speed Ne drops to a no-load speed or lower due to delay in releasing the first clutch 6, there is no combustion or explosion and therefore floor vibration does not occur
    公开号:BR112013009834B1
    申请号:R112013009834-1
    申请日:2011-10-05
    公开日:2020-10-13
    发明作者:Hiroki Matsui；Haruhisa Tsuchikawa；Hiroki Shimoyama
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to a control device for rapid deceleration of a hybrid vehicle that is equipped with a powertrain and an engine as power sources and a clutch arranged between them. Background art
    [002] As revealed in patent document 1 and other known documents, a hybrid vehicle is widely known to have, as a vehicle drive system, a powertrain, a transmission, an engine (usually an engine / generator) arranged between the powertrain the transmission and a clutch arranged between the engine and the powertrain to connect and disconnect operatively those engine and powertrain.
    [003] In patent document 1, a fast deceleration control that is performed in such a hybrid vehicle is revealed. In control, vehicle deceleration is detected and when the detected deceleration is rapid deceleration exceeding a predetermined value, the clutch between the engine and the powertrain is disengaged in this way to release the engine's powertrain and thereby road wheels . That is, by disengaging the clutch in advance based on the deceleration of the vehicle, undesirable stopping of the powerplant caused by an excessive reduction in engine speed resulting from the reduction in vehicle speed is suppressed.
    [004] However, in the aforementioned control in which only clutch disengaging is carried out after rapid deceleration of the vehicle, it tends to occur that the disengagement of the clutch by hydraulic pressure is somewhat delayed depending on the condition and in such a case In this case, the speed of the powerplant is brought to a resonant speed (namely, a speed of the powerplant that causes a resonance of a vibration system including a powerplant support) in this way to increase the possibility of body floor vibration. of the vehicle. Prior Art Document: Patent Document: Patent Document 1: Japanese Open Patent Application (Tokkai) 2010-149630 Summary of the invention
    [005] A fast deceleration control device according to the present invention is based on a hybrid vehicle in which an engine is positioned between a powertrain and road drive wheels and the powertrain and engine are connected via a clutch . The fast deceleration control device is equipped with a means of deciding on rapid deceleration that decides whether the vehicle deceleration is rapid deceleration or not from a predetermined or greater value, and when, during operation of the vehicle with the clutch kept engaged, the fast deceleration decision decides that deceleration is rapid deceleration, the fuel supply to the powertrain is stopped by a fuel cutting means.
    [006] That is, after rapid deceleration of the vehicle due to a rapid brake operation by a driver or similar, the fuel supply to the powerplant is stopped. Therefore, even if the speed of the powertrain is brought up to the resonant speed or its proximity due to the delayed disengagement of the clutch, combustion or explosion is not produced in the engine and thus the floor vibration is suppressed.
    [007] In accordance with the present invention, undesirable vibration of the vehicle body, which would be caused by changing the speed of the powertrain to the resonant speed or its proximity, can be safely avoided. Brief description of drawings
    [008] Figure 1 is an illustration of an example of a hybrid vehicle power package to which the present invention is applied in a practical way.
    [009] Figure 2 is an illustration of another example of the power package of a hybrid vehicle to which the present invention is applied in a practical way.
    [010] Figure 3 is an illustration of yet another example of the power package of a hybrid vehicle to which the present invention is applied in a practical way.
    [011] Figure 4 is a block diagram that represents a control system for the power set.
    [012] Figure 5 is a flow chart of an example to perform a fast deceleration control according to the present invention.
    [013] Figure 6 is a time graph that represents the behavior of several portions in time when the fast deceleration control is being performed.
    [014] Figure 7 is a time graph that shows different behavior of the various portions in time when the fast deceleration control is being performed. Modalities for carrying out the invention:
    [015] In the following, an embodiment of the present invention will be described in detail with reference to the attached drawings.
    [016] First, a basic construction of a hybrid vehicle to which the present invention is applied will be described. Figure 1 shows a power package of a hybrid vehicle of the type "rear drive-front engine" (FR) to which a modality of the present invention is applied. Indicated by numeral 1 is an engine and indicated by 2 and 2 are driving road wheels (rear road wheels). It should be noted that the present invention is not limited to that type FR and is applicable to other types, for example, type FF, type RR, etc .;
    [017] In the power package of the hybrid vehicle shown in figure 1, an automatic transmission 3 is arranged in tandem in an axially rear position of the engine 1 as standard rear wheel drive vehicles, and an axle 4 that transmits an engine rotation 1 (crankshaft 1a) for an input shaft 3a of the automatic transmission 3 is fully equipped with a motor / generator 5.
    [018] Motor / generator 5 is a synchronous type motor that uses permanent magnets as a rotor, serves not only as a motor (called “energy operation”) but also as a generator or electric dynamo (called “regeneration”) and it is arranged between engine 1 and automatic transmission 3 as mentioned above. Between the motor / generator 5 and the motor 1, more specifically, between the axis 4 and the motor crankshaft 1a, a first clutch 6 is arranged which selectively connects and disconnects the motor 1 and the motor / generator 5.
    [019] The first clutch 6 is built to continuously vary its transmission torque capacity. For example, clutch 6 can be a dry single disc clutch of the normally closed type or a wet multiple disc clutch of the same type, which can vary its transmission torque by continuously controlling a hydraulic clutch operating pressure with the aid of a proportional or similar solenoid valve.
    [020] In addition, between the engine / generator 5 and the road drive wheels 2, more specifically, between the axis 4 and a transmission input shaft 3a, a second clutch 7 is arranged which selectively connects and disconnects the engine / generator 5 and automatic transmission 3.
    [021] Like the first clutch mentioned above 6, the second clutch 7 is built to continuously vary its transmission torque capacity. For example, clutch 7 can be a wet multiple disc clutch or a single dry disc clutch, which can vary its transmission torque by continuously controlling a hydraulic clutch operating pressure with the aid of a proportional solenoid valve.
    [022] Automatic transmission 3 is of a type that establishes a variable speed level of seven speeds forward and one backward by selectively engaging and disengaging a plurality of frictional elements (clutches and brakes) to provide various types of coupling combinations / disengagement of frictional elements. That is, in automatic transmission 3, the rotation inserted through the input shaft 3a is subjected to a speed change according to a selected speed level and then transmitted to an output shaft 3b. the output speed is distributed to the right and left drive wheels (rear wheels) 2 via a differential gear device 8. It should be noted that the automatic transmission 3 is not limited to the aforementioned stepped type. That is, transmission 3 can be a continuously variable transmission.
    [023] In the aforementioned power package, two operating modes can be established, one being an electric vehicle operating mode (EV mode) in which vehicle operation is performed by using only the engine / generator energy 5 as one power source and the other being a hybrid operating mode (HEV mode) in which vehicle operation is performed using both engine 1 and engine / generator 5 as a power source. For example, in a low vehicle speed and low load condition that occurs when the vehicle is started from its stationary position, EV mode is required. In this EV mode, power from engine 1 is not required and therefore engine 1 is stopped, and the first clutch 6 is disengaged and the second clutch 7 is engaged and at the same time automatic transmission 3 is controlled to be in one state of energy transmission. For maintaining this condition, vehicle operation is performed only by the engine / generator 5.
    [024] In addition, in high speed operation and / or high vehicle load operation, HEV mode is required. In this HEV mode, both the first and the second clutch 6 and 7 are engaged and at the same time the automatic transmission 3 is controlled to be in the state of energy transmission. In this condition, both the output rotation from the engine 1 and the output rotation of the engine / generator 5 are inserted into the transmission input shaft 3a, and thus the hybridized operation by the two energy sources is carried out.
    [025] After the vehicle decelerates, the engine / generator 5 recovers energy by regenerating damping energy, and in HEV mode, the engine / generator 5 can recover redundant energy from engine 1 as electrical energy.
    [026] When the vehicle's operating mode is changed from EV mode to HEV mode, the first clutch 6 is engaged and the engine is started using engine / generator torque 5. During this mode change, a hitch The first clutch 6 sliding is done by properly controlling the transmission torque capacity of the first clutch, so that a smooth mode shift is achieved.
    [027] In addition, the second clutch 7 serves as a so-called starting clutch, and when the vehicle is about to start, a sliding engagement of the second clutch 7 is done by properly controlling the transmission torque capacity of the second clutch, so that a smooth start of the vehicle is achieved while absorbing torque fluctuations although the power package is not equipped with a torque converter.
    [028] In the arrangement in figure 1, the second clutch 7 provided in the power package from the engine / generator 5 for the road driving wheels 2 is positioned between the engine / generator 5 and the automatic transmission 3. However, if desired , as seen from the example in figure 2, the second clutch 7 can be positioned between the automatic transmission 3 and the differential gear device 8.
    [029] In the examples in figures 1 and 2, a dedicated device such as the second clutch 7 is provided in a front or rear position of the automatic transmission 3. However, if desired, as seen in figure 3, friction elements existing in the automatic transmission 3 used to establish a forward or reverse speed can be used as the second clutch 7. In this case, the second clutch 7 is not always a frictional element. That is, any appropriate frictional element can be the second clutch 7 according to the variable speed level.
    [030] Figure 4 shows a control system for the power package of the hybrid vehicle that has such constructions as shown in figures 1 to 3.
    [031] The control system is equipped with an integrated controller 20 that integrally controls points of operation of the power package. The operating points of the power package are regulated by a target motor torque tTe, a target motor / generator torque tTm (or target motor / generator rotation speed tNm), a target transmission torque capacity tTc1 of the first clutch and a target transmission torque capacity tTc2 of the second clutch 7.
    [032] The control system is equipped with at least one engine speed sensor 11 that detects engine speed Ne, one engine / generator rotation speed sensor 12 that detects engine / generator rotation speed Nm, an input rotation speed sensor 13 that detects a transmission input shaft rotation speed Ni, an output rotation speed sensor 14 that detects a transmission output shaft rotation speed No, a sensor open accelerator degree 15 that detects a depressed accelerator pedal degree (namely, open accelerator degree APO) and an electrical storage condition sensor 16 that detects a battery SOC electrical storage condition 9 which stores an electrical energy for the engine / generator 5. To determine the aforementioned operating points, signals detected from these sensors are inserted into the integrated controller 20.
    [033] The engine speed sensor 11, the engine / generator speed sensor 12, the input speed sensor 13 and the output speed sensor 14 are arranged, for example, as shown in figures 1 to 3.
    [034] Based on the open degree of accelerator APO, the condition of storage of electric energy SOC and the speed of rotation of transmission output shaft No (namely, vehicle speed VSP) in the above mentioned information, the controller integrated 20 selects an operating mode (namely, EV mode or HEV mode) that performs a vehicle driving force that the driver requires, and at the same time, calculates the target engine torque tTe, the target engine / generator torque tTm (or target engine / generator rotation speed tNm), the target transmission torque capacity tTd of the first clutch 6 and the target transmission torque capacity tTc2 of the second clutch 7.
    [035] Information on target motor torque tTe is fed to motor controller 21, so that motor controller 21 controls motor 1 in such a way that a real motor torque Te becomes the target motor torque tTe . For example, engine 1 is a gasoline engine, and the engine torque Te is controlled through a throttle valve.
    [036] Although information on the target motor / generator torque tTm (or target motor / generator rotation speed tNm) is fed to the motor / generator controller 22, so that the motor / generator controller 22 controls the motor / generator 5 through an inverter 10 such that the torque Tm (or rotation speed Nm) of the motor / generator 5 becomes the target motor / generator torque tTm (or target motor / generator rotation speed tNm).
    [037] The integrated controller 20 feeds the respective solenoid valves of the first and second clutches 6 and 7 with solenoid chains that correspond to the target transmission torque capacity tTd of the first clutch 6 and the target transmission torque capacity tTc2 of the second clutch 7 respectively, and controls engagement conditions of the first and second clutches 6 and 7 such that the transmission torque capacities Tc1 and Tc2 of the first and second clutches 6 and 7 become the target transmission torque capacities tTd etTc2, respectively.
    [038] The aforementioned control system is equipped with a brake stroke sensor 31 that detects a manipulated variable (BS) of a brake pedal pressed by the driver, and based on the variable manipulated by the BS brake pedal and the speed of the VSP vehicle, the integrated controller 20 calculates a target deceleration. The integrated controller 20 then controls the regenerated braking force produced by the engine / generator 5 and at the same time controls brake units (not shown) mounted on the road wheels in such a way that the vehicle is subjected to a deceleration corresponding to the target deceleration.
    [039] When under vehicle operation in HEV mode with engine 1 and engine / generator 5 kept connected via the first clutch 6, the vehicle speed is reduced due to a deceleration, the engine speed Ne is also reduced in such a way as determined by an automatic transmission gear ratio 3. In accordance with the present invention, the following rapid deceleration control is performed by the integrated controller 20 to avoid excessive reduction of motor speed Ne an undesirable floor vibration that would be caused by excessive reduction in engine speed.
    [040] Figure 5 shows a flowchart showing a flow of operating steps performed to perform the fast deceleration control. The flow of operating steps can be performed repeatedly under vehicle operation, or can be repeatedly performed during brake pedal operation using an initial brake pedal depression as a trigger.
    [041] In step S1, the decision is made with respect to whether or not the present mode is HEV mode in which engine 1 and engine / generator 5 are connected via the first clutch 6. In the case of EV mode where the first clutch 6 is disengaged, the main routine ends.
    [042] Next, in step S2, the decision is made as to whether the second clutch 7 positioned between the engine / generator 5 and the road drive wheels 2 is in a slip hitch condition or not. The second clutch 7 can be controlled to the slip hitch condition to allow differential rotation between the front and rear elements of the second clutch in various states to absorb torque fluctuations that are inevitably produced in a power package from the engine / generator 5 for road drive wheels 2. When the second clutch 7 is in the condition of sliding hitch at the time of rapid vehicle deceleration, undesirable reduction of engine speed Ne to a level lower than idle speed it can be suppressed by sliding the second clutch 7. Therefore, in order to save electrical energy necessary to restart the engine, the following process is not carried out.
    [043] When the second clutch 7 is in a fully engaged condition, the flow of operation goes from step S2 to step S3, and in this step S3, to find an additional condition to stop engine 1, the decision is made with with respect to whether the present condition is capable or not of producing the motor torque necessary to restart engine 1 with reference to the condition of storage of electric energy SOC of battery 9, a condition of heating of engine 1, etc. For example, in the event that the SOC electric energy storage condition of battery 9 is insufficient, the main routine ends as it is difficult to start engine 1 again after being stopped.
    [044] Next, in step S4, the decision is made with respect to whether the vehicle's de-deceleration is equal to or higher than a threshold value. This vehicle deceleration can be calculated, for example, from a change in the speed of rotation of the transmission output shaft No (in other words, a change in vehicle speed VSP). However, if desired, vehicle deceleration can be achieved directly by a deceleration sensor (sensor G). the threshold value can be fixed, for example, at approximately 0.3G (-0.3G under acceleration). However, if desired, the threshold value can be variable in view of the speed of the VSP vehicle and similar.
    [045] when it is decided that the deceleration is a rapid deceleration from the threshold value or greater, the operating flow goes to step S5 where the vehicle's operating mode is changed from HEV mode to EV mode. More specifically, the first clutch 6 is disengaged and at the same time, the fuel supply to the engine 1 is stopped via the engine controller 21 (i.e., fuel cut). Engine 1 is, for example, a gasoline engine that is equipped with fuel injection valves that inject fuel into cylinders or engine intake ports. That is, after the fuel cut is required, the fuel injection from the fuel injection valves is stopped. The fuel injection stop is not severely affected by a delay in mechanical actions and a delay in changing a hydraulic pressure, and thus, the fuel injection stop can be made instantly after generating an instruction signal without a delay of answer.
    [046] In step S6, the decision is made with respect to whether or not the vehicle's deceleration has been reduced to a value less than the aforementioned threshold value, and in step S7, to find an additional condition, the decision is performed with respect to whether or not the brake pedal has been released by checking a BS brake stroke, a brake pedal depression force (which is calculated from the BS brake stroke) or an effective brake pressure. In addition, in the present invention, in step S8, to find an additional condition, the decision is made regarding whether or not an accelerator pedal was pressed by a driver for checking an information signal detected by the accelerator open degree sensor 15 Until such time as the three conditions mentioned above are established, the operation flow resumes to step S5 and thus the vehicle operation in EV mode continues.
    [047] When the three conditions in steps S6, S7 and S8 are established, the flow of operation goes to step S9 where the vehicle's operating mode is changed from the EV engine to HEV mode. That is, by turning the motor 1 by the force of the motor / generator 5 while causing the first clutch 6 to gradually change from the slip hitch condition to the full hitch condition, the motor 1 is restarted. When, after reaching the operating flow in step S9, the vehicle's operating mode, which is determined by the speed of the VSP vehicle and the APO accelerator open degree, has already been changed to EV mode, the EV mode is maintained continuously without be changed to HEV mode naturally.
    [048] Figure 6 is a time graph representing the behavior of various portions in time when the aforementioned rapid deceleration control is being performed. As shown, in the time graph, six factors are represented in a comparative way which are the brake pedal depression force, the vehicle deceleration, the rotation speed of the transmission input axis Ni (which is determined by the vehicle speed and transmission gear ratio), engine speed Ne, a first clutch release flag that corresponds to an instruction signal to instruct disengagement of the first clutch 6 and an F / C flag that corresponds to a instruction signal to instruct the interruption of the fuel supply.
    [049] The example represented by figure 6 corresponds to a case where the brake pedal is pressed on by a driver and the vehicle stops with the brake pedal kept pressed. As shown in the graph, as a result of the brake pedal depression, the vehicle's deceleration rapidly increases, and at the moment T1 when the vehicle's deceleration exceeds the limit value, the deceleration is judged as a rapid deceleration in step S4 mentioned above. With this decision, the first clutch release flag and the F / C flag are turned on, and the first clutch 6 is disengaged and at the same time the fuel supply to engine 1 is interrupted.
    [050] Until the first clutch 6 is disengaged, the rotation speed of the transmission input shaft Ni and the motor speed Ne are the same. However, after disengagement of the first clutch 6, the rotation speed of the transmission input shaft Ni decreases as indicated by a broken line together with the vehicle speed VSP and the speed Ne of engine 1 subjected to the fuel interruption reduces as indicated by a full line. Therefore, the speed of the motor Ne passes the resonant speed while separating from the rotation speed of the transmission input shaft Ni. However, at this stage, engine 1 was not in a condition subjected to combustion or explosion and therefore, floor vibration caused by resonance does not occur. In the time graph in figure 6, the shift to HEV mode in step S8 is not shown because the brake pedal is kept pressed.
    [051] Figure 7 shows an example that is characterized by a different time graph. That is, the example corresponds to a case where after a rapid deceleration, the brake pedal is partially returned to the full release position and the vehicle stops with the brake pedal depression force kept small. Therefore, after disengagement of the first clutch 6 and interruption of fuel supply to engine 1 are carried out after a decision of a quick decision in time T1, the vehicle deceleration decreases to a value less than the threshold value as indicated by (a ) on the time graph. However, since the brake pedal is not fully released, the EV mode continues due to the decision in step S7. That is, as indicated by (b) in the time graph, the condition released from the first clutch 6 and the condition of interruption of fuel supply continue.
    [052] As mentioned above, even when, under the condition of the brake pedal kept pressed, the vehicle deceleration becomes small, the engine stop condition 1 continues, and thus, even when a speed reduction operation is performed in a mode to keep the deceleration at or close to the threshold value, oscillation of motor 1, namely, the phenomenon in which the stop and restart of motor 1 are repeated, can be avoided and thus, the consumption of electrical energy caused by unnecessary restart of the engine it is suppressed.
    [053] After the brake pedal is released, engine 1 is restarted after depressing the accelerator pedal by the driver, and thus, restarting engine 1 can be performed at a timing that meets the driver's intention to restart the engine , and in this way the driver is prevented from feeling uncomfortable.
    [054] In the aforementioned modality, the three factors, which are the vehicle's deceleration, the release of the brake pedal and the depression of the accelerator pedal, constitute respective conditions for restarting the engine. However, if desired, restarting the engine may be permitted by using one or two of the factors such as conditions.
    权利要求:
    Claims (5)
    [0001]
    1. Fast deceleration control device of a hybrid vehicle in which an engine (5) is positioned between an engine (1) and a road drive wheel (2), and the engine (1) and engine (5) are connected via a clutch (6), the fast deceleration control device FEATURED by the fact that it comprises: a means of deciding on rapid deceleration (20) that decides whether the vehicle deceleration is rapid deceleration or not from a predetermined value or greater, in which rapid deceleration causes the engine (1) to be disconnected from the engine (5) by disengaging the clutch (6); and a fuel cutting means (21) to interrupt the fuel supply to the engine (1), in which, when the vehicle is in operation with the clutch engaged, the fast deceleration decision means (20) decides that the deceleration is equal to or greater than the predetermined value, the fuel cutting means (21) interrupts the fuel supply to the engine (1).
    [0002]
    2. Fast deceleration control device of a hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that, after the vehicle's speed reduction ends with the deceleration being lower than the predetermined value, the engine restart (5) permitted, subject to the release of the brake pedal by a driver.
    [0003]
    3. Fast deceleration control device of a hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that after the vehicle's speed reduction ends with the deceleration being lower than the predetermined value, the engine restart ( 5) is allowed, subject to the operation of an accelerator element by a driver.
    [0004]
    4. Fast deceleration control device of a hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that it also comprises a means of deciding on starting capacity that decides whether the present condition is capable or not of producing a torque of engine required for restarting the engine (1) with reference to a condition for storing electrical energy from a battery (9), and in which the fuel cut-off means (21) for feeding the fuel to the engine (1) when the present decided condition is an additional condition to ensure the motor torque necessary to restart the motor (1).
    [0005]
    5. Fast deceleration control device for a hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that a second break (7) is arranged between the engine (5) and the road drive wheel (2) , and where when the second clutch (7) is not in a slip hitch condition, the fuel cut-off means (21) for feeding the fuel to the engine (1).
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-30| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-03-31| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-10-13| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010236049|2010-10-21|
    JP2010-236049|2010-10-21|
    PCT/JP2011/072983|WO2012053360A1|2010-10-21|2011-10-05|Hybrid vehicle rapid deceleration control device|
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