Patent Application
20220306081
The present disclosure relates to a control method and a control system of a hybrid vehicle including an engine and a motor as a driving source, and a friction engagement element (clutch) which switches transmission and interruption of torque between the engine and the motor.
Conventionally, hybrid vehicles including an engine (internal combustion engine), a motor provided downstream of the engine on a power transmission path to vehicle wheels, a clutch provided between the engine and the motor to be disengageable, are known. By switching the clutch between the released state and the engaged state, this type of hybrid vehicle is switchable of a traveling mode between a mode in which the vehicle travels using motor torque without using engine torque (EV traveling mode), and a mode in which the vehicle travels using at least the engine torque (engine traveling mode or hybrid (HV) traveling mode).
For example, JP2000-255285A discloses a technology for this kind of hybrid vehicle, in which when starting-up an engine while traveling using only a motor, the motor speed is increased while a start clutch is slip-controlled, and then when the motor speed reaches a given speed, an engine clutch is engaged. This technology aims to smoothly start the engine while suppressing fluctuation of vehicle speed due to the increase in the motor speed, and a shock during the engagement of the engine clutch.
Meanwhile, as control of the motor provided to a vehicle, two control methods as follows are generally used. One of the methods is a torque instruction control which instructs a target torque to be transmitted from the motor, and causes the motor to output the target torque. The other one is a speed instruction control which instructs a target speed of the motor, and executes a feedback-control of the motor based on a motor speed detected by a sensor so that the motor speed becomes the target speed.
In the hybrid vehicle as described above, during normal traveling, the motor is generally controlled by the torque instruction control rather than the speed instruction control. This is because the torque instruction control is high in robustness, and unlikely to be affected by disturbance such as a road gradient (slope) and a running resistance during the normal traveling. In other words, during the normal traveling, since the motor speed changes even at the fixed torque by the disturbance (e.g., the slope and the running resistance), the speed instruction control cannot be performed accurately. That is, since the motor speed is caused as a result of the actual application of the motor torque, the motor speed is difficult to be accurately controlled during the normal traveling in which the disturbance exists.
On the other hand, although the motor is controlled to crank the engine when starting the engine in a stopped state during the traveling, if the torque instruction control is applied similarly to during the normal traveling as described above, the motor may not accurately be controlled during the startup of the engine. This is because the torque of various elements (e.g., the engine, the motor, and a clutch) fluctuates during the startup of the engine. That is, with such a torque fluctuation, even if a fixed input (current) is supplied to the motor in order to output a desired torque, a fixed torque may not be outputted from the motor. Therefore, the torque instruction control is difficult to be performed accurately.
The present disclosure is made in view of solving the above problems, and one purpose thereof is to provide a control method and a control system of a hybrid vehicle, capable of accurately controlling a motor during startup of an engine of the hybrid vehicle, by accurately switching execution between a speed instruction control (first control) and a torque instruction control (second control).
According to one aspect of the present disclosure, a method of controlling a hybrid vehicle is provided, the hybrid vehicle including an engine, a motor, a friction engagement element provided between the engine and the motor to be disengageable, and a motor speed sensor configured to detect speed of the motor. The method includes the step of shifting the friction engagement element from a released state to one of a slipping state and an engaged state, and performing a motor control in which the engine is started using the motor, in response to a startup demand of the engine in a stopped state during traveling of the hybrid vehicle. The method includes the step of applying a first control (speed instruction control), as the motor control, in which a target speed to be set for the motor is instructed and feedback control of the motor is performed based on the speed detected by the motor speed sensor so that the motor speed becomes the target speed. The method includes the step of determining whether a motor control switching condition for switching the motor control from the first control to a second control (torque instruction control) is satisfied, the second control being a control in which a target torque to be outputted from the motor is instructed and the motor is caused to output the target torque. The method includes the step of switching the motor control from the first control to the second control when the motor control switching condition is determined to be satisfied.
According to this configuration, when the engine startup demand is issued, as the motor control to start the engine, etc., the speed instruction control (first control) is first executed. Accordingly, under a situation where torque fluctuation occurs in the engine, the motor, the friction engagement element, etc., due to the engine startup, the motor can accurately be controlled by the speed instruction control. As a result, a shock which may be caused at the time of engine start can appropriately be suppressed. Moreover, according to this configuration, when the motor control switching condition is determined to be satisfied during the speed instruction control, the motor control is switched to the torque instruction control (second control) from the speed instruction control. Accordingly, during the normal traveling of the vehicle where disturbance such a road gradient (slope) and a running resistance occurs after the engine start, the motor can accurately be controlled by the torque instruction control. That is, by suitably switching the speed instruction control and the torque instruction control at the time of engine start, the motor can accurately be controlled.
When the friction engagement element is a first friction engagement element, the hybrid vehicle may further include a second friction engagement element different from the first friction engagement element and provided between the motor and a vehicle wheel to be disengageable. The method may further include the step of shifting the second friction engagement element from an engaged state to a slipping state in response to the startup demand of the engine, and shifting the second friction engagement element from the slipping state to the engaged state after the startup of the engine. The motor control switching condition may include a condition that, by the shifting the second friction engagement element from the slipping state to the engaged state, a differential rotation between a shaft on a motor side and a shaft on a vehicle wheel side in the second friction engagement element becomes below a given value, and a transmission torque capacity of the second friction engagement element becomes above a given capacity.
The condition described above being satisfied means that the second friction engagement element can be linearly controlled to a certain extent (i.e., the second friction engagement element transmits certain torque). Thus, according to this configuration, by switching the motor control from the speed instruction control to the torque instruction control, the shock (torque fluctuation) which may be caused at the time of switching can appropriately be suppressed.
The motor control switching condition may include a condition that, after the startup of the engine, a difference between torque outputted from the motor by the first control, and torque to be outputted from the motor after the switching the motor control from the first control to the second control becomes below a given difference.
The condition described above being satisfied means that the speed instruction control of the motor is stabilized in a given state, particularly, a torque state of the motor is stabilized. According to this configuration, by switching the motor control from the speed instruction control to the torque instruction control at this timing, the shock (torque fluctuation) which may be caused at the time of switching can appropriately be suppressed.
The method may further include the step of shifting the friction engagement element from the released state to the slipping state in response to the startup demand of the engine, and shifting the friction engagement element from the slipping state to the engaged state after the startup of the engine. The motor control switching condition may include a condition that the shifting the friction engagement element from the slipping state to the engaged state is completed.
According to this configuration, by switching the motor control from the speed instruction control to the torque instruction control when the friction engagement element is set into the completely engaged state, the shock (torque fluctuation) which may be caused at the time of switching can appropriately be suppressed.
The hybrid vehicle may further include a powertrain system provided between the motor and a vehicle wheel and configured to transmit driving force via a gear. The motor control switching condition may include a condition that, after the startup of the engine, the gear of the powertrain system becomes in a given no-backlash state.
According to this configuration, by switching the motor control from the speed instruction control to the torque instruction control when the gear of the powertrain system is set into the given no-backlash state, the shock (torque fluctuation) which may be caused at the time of switching can appropriately be suppressed.
According to another aspect of the present disclosure, a control system of a hybrid vehicle is provided, which includes an engine and a motor, a friction engagement element provided between the engine and the motor to be disengageable, a motor speed sensor configured to detect speed of the motor, and a control device configured to control the engine, the motor, and the friction engagement element. The control device is configured to shift the friction engagement element from a released state to one of a slipping state and an engaged state, and execute a motor control in which the engine is started using the motor, in response to a startup demand of the engine in a stopped state during traveling of the hybrid vehicle, apply a first control, as the motor control, in which a target speed to be set for the motor is instructed, and feedback control of the motor is executed based on the speed detected by the motor speed sensor so that the motor speed becomes the target speed, determine whether a motor control switching condition for switching the control to be applied to the motor from the first control to a second control is satisfied, the second control being a control in which a target torque to be outputted from the motor is instructed and the motor is caused to output the target torque, and switch the motor control from the first control to the second control when the motor control switching condition is determined to be satisfied.
Also according to this configuration, by suitably switching the speed instruction control and the torque instruction control at the time of engine start, the motor can accurately be controlled.
Hereinafter, a control method and a control system of a hybrid vehicle according to one embodiment of the present disclosure are described with reference to the accompanying drawings.
As illustrated in
An output shaft of the engine 2 and a rotational shaft of the motor 4 are coaxially coupled together by a shaft AX1 via a first clutch CL1 which is disengageable (disconnectable). This first clutch CL1 switches transmission and interruption of the torque between the engine 2 and the motor 4. The first clutch CL1 is comprised of, for example, a dry multi-plate clutch or a wet multi-plate clutch which is changeable of a transmission torque capacity by a successive or phased control of a flow rate and/or a pressure of clutch hydraulic oil by a motor and a solenoid (not illustrated).
The rotational shaft of the motor 4 and a rotational shaft of the transmission 6 are coaxially coupled together by a shaft AX2. Typically, the transmission 6 is internally provided with one or more planetary gear set(s) each including a sun gear S1, a ring gear R1, a pinion gear P1 (planetary gear), and a carrier C1, and friction engagement elements (e.g., a clutch and a brake). The transmission 6 is an automatic transmission having a function of automatically switching a gear stage (gear ratio) according to vehicle speed and engine speed. The ring gear R1 is disposed to be concentric with the sun gear S1, and the pinion gear P1 is disposed between the sun gear S1 and the ring gear R1 to mesh with the sun gear S1 and the ring gear R1. The carrier C1 holds the pinion gear P1 to be rotatable as well as revolvable about the sun gear S1.
Further, the transmission 6 is internally provided with a second clutch CL2 which is disengageable (disconnectable). The second clutch CL2 can switch transmission and interruption of torque between the upstream side (the engine 2 and the motor 4) and the downstream side (the vehicle wheels 12, etc.) of the transmission 6. Also the second clutch CL2 is comprised of, for example, a dry multi-plate clutch or a wet multi-plate clutch which is changeable of a transmission torque capacity by a successive or phased control of a flow rate and/or a pressure of clutch hydraulic oil by a motor or a solenoid (not illustrated). Note that, actually, the second clutch CL2 is comprised of a plurality of clutches used for switching various gear stages in the transmission 6. Further, although
The powertrain system 8 receives torque via an output shaft AX3 of the transmission 6. The powertrain system 8 is comprised of, for example, a differential gear which dividedly supplies the driving force to a pair of left and right vehicle wheels 12, and a final gear.
The hybrid vehicle 1 as described above can switch a traveling mode by switching the engagement and release of the first clutch CL1. That is, the hybrid vehicle 1 includes a first traveling mode in which the first clutch CL1 is set to the released state and the hybrid vehicle 1 travels using the torque of the motor 4 without using the torque of the engine 2, and a second traveling mode in which the first clutch CL1 is set to the engaged state and the hybrid vehicle 1 travels using at least the torque of the engine 2. The first traveling mode is a so-called EV traveling mode, and the second traveling mode includes an engine traveling mode in which the hybrid vehicle 1 travels using only the torque of the engine 2, and a hybrid traveling mode (HV traveling mode) in which the hybrid vehicle 1 travels using both of the torque of the engine 2 and the torque of the motor 4.
Note that the first clutch CL1 and the second clutch CL2 are examples of a “first friction engagement element” and a “second friction engagement element” of the present disclosure, respectively. However, the present disclosure is not limited to using clutches as the first friction engagement element and the second friction engagement element.
As illustrated in
The controller 20 is comprised of a computer including one or more processor(s) 20a (typically, a central processing unit (CPU)), and memory 20b (e.g., ROM and RAM) which stores various programs which are interpretively executed on the processor 20a (including a basic control program such as an operation system (OS) and an application program actuated on the OS to implement a specific function) and various data. The controller 20 is an example of a “control device” according to the present disclosure, and executes a “method of controlling the hybrid vehicle” according to the present disclosure.
In detail, the controller 20 mainly controls the engine 2, the inverter 3, and the first and second clutches CL1 and CL2 by outputting control signals thereto based on detection signals from the sensors SN1-SN6 described above. For example, the controller 20 controls the engine 2 to adjust an ignition timing, a fuel injection timing, and a fuel injection amount, controls the motor 4 to adjust the speed and the torque, and switches the state of the first and second clutches CL1 and CL2 (the engagement state, the release state, and the slipping state). Actually, the controller 20 controls a spark plug, a fuel injection valve, and a throttle valve of the engine 2, and controls the first and second clutches CL1 and CL2 through a hydraulic control circuit.
Next, contents of control executed by the controller 20 according to this embodiment are described. In this embodiment, when the startup of the engine 2 in a stopped state is demanded during traveling of the vehicle 1, the controller 20 shifts the first clutch CL1 from the released state to the slipping state or the engaged state, shifts the second clutch CL2 from the engaged state to the slipping state, and executes a motor control for starting the engine 2 by the motor 4. Note that the motor control is executed during the startup of the engine (engine startup), and the “engine startup” as used herein means not only a period of time until the completion of the startup of the stopped engine 2, but also includes a certain period of time from the completion of the startup of the engine 2. Further, the motor control includes not only control of the motor 4 to crank the engine 2 to start, but also various control of the motor 4 which is executed during the engine startup.
Particularly, in this embodiment, as the motor control to start the engine 2 by the motor 4, the controller 20 first executes a speed instruction control (first control) in which the controller 20 instructs a target speed to be set for the motor 4, and feedback-controls the motor 4 based on a motor speed detected by the motor speed sensor SN2 so that the motor speed becomes the target speed. According to this, under a situation where torque fluctuation occurs in the engine 2, the motor 4, the first and the second clutches CL1 and CL2, etc., due to the engine startup, the motor 4 can accurately be controlled by the speed instruction control.
Then, in this embodiment, when the controller 20 determines that a given condition for switching the motor control is satisfied during the speed instruction control, the controller 20 switches the motor control to a torque instruction control (second control) in which the controller 20 instructs a target torque to be outputted from the motor 4, and causes the motor 4 to output the target torque. According to this, during the normal traveling where disturbance such a road gradient (slope) and a running resistance occurs after the startup of the engine 2, the motor 4 can accurately be controlled by the torque instruction control.
Here, in the speed instruction control, the controller 20 transmits a command value of the target speed to the inverter 3 via a control area network (CAN), and controls a motor torque by feedback control based on the motor speed so that the motor speed follows the target speed. In this case, the inverter 3 converts torque into current and outputs the current to the motor 4 so that a desired motor torque corresponding to the target speed is outputted from the motor 4. The motor speed changes according to the load of the motor 4 even at a fixed current, and therefore, in the speed instruction control, the feedback control is executed so that the motor speed is set to the target speed while monitoring the motor speed by the motor speed sensor SN2.
On the other hand, in the torque instruction control, the controller 20 transmits a command value of the target torque to the inverter 3 via the CAN, and the inverter 3 converts the torque into current and outputs the current to the motor 4 so that the target torque is outputted from the motor 4. In this case, the current supplied to the motor 4 for the output of the desired torque changes according to the motor speed, and therefore, in the torque instruction control, the current to be supplied to the motor 4 via the inverter 3 is controlled according to the present motor speed detected by the motor speed sensor SN2.
Further, in this embodiment, as a motor control switching condition for switching the control from the speed instruction control to the torque instruction control, Conditions 1-5 as follows are used. For example, any of Conditions 1-5 is selectively applied as the motor control switching condition according to an operation state of the hybrid vehicle 1.
(1) Condition 1: Corresponding to the shift of the second clutch CL2 from the slipping state to the engaged state after the engine startup, a differential rotation of the second clutch CL2 becomes below a given value, and the transmission torque capacity of the second clutch CL2 becomes above a given capacity.
Condition 1 is satisfied when the second clutch CL2 can be linearly controlled to a certain extent (i.e., the second clutch CL2 transmits certain torque). The differential rotation of the second clutch CL2 is a difference between a rotational speed of the shaft AX2 on the motor 4 side of the second clutch CL2, and a rotational speed of the shaft AX3 on the vehicle wheel 12 side of the second clutch CL2. The rotational speed of the shaft AX2 on the motor 4 side is acquired from the motor speed sensor SN2, and the rotational speed of the shaft AX3 on the vehicle wheel 12 side is acquired from the vehicle speed sensor SN4. Further, the transmission torque capacity of the second clutch CL2 is calculated based on, for example, a solenoid current supplied to the solenoid which actuates the second clutch CL2.
(2) Condition 2: After the engine startup, a difference between the torque outputted from the motor 4 by the speed instruction control, and torque to be outputted from the motor 4 after the switching from the speed instruction control to the torque instruction control becomes below a given difference.
When Condition 2 is satisfied, the speed instruction control of the motor 4 is stabilized in a given state, particularly, a torque state of the motor 4 is stabilized. Therefore, when the motor control is switched in this state, the torque fluctuation during the shift from the speed instruction control to the torque instruction control can be reduced.
(3) Condition 3: The startup of the engine 2 is completed.
When Condition 3 is satisfied, since the startup of the engine 2 is completed, the torque of the engine 2 is controllable. The completion of the startup of the engine 2 means that the engine speed reaches a given speed. Note that, in other examples, Condition 3 may alternatively be a condition that the engine speed becomes equal to the motor speed.
(4) Condition 4: After the engine startup, the shift of the first clutch CL1 from the slipping state to the engaged state is completed.
When Condition 4 is satisfied, since the first clutch CL1 is set to a fully-engaged state, the torque and speed of each element is stabilized.
(5) Condition 5: After the engine startup, the gear in the powertrain system 8 (typically, the differential gear) is in a given no-backlash state (i.e., no gap exists between mated gear teeth).
When Condition 5 is satisfied, since the state of the gear in the powertrain system 8 becomes the given no-backlash state, impact caused when eliminating the backlash (in detail, the impact caused when the gears contact or collide with each other) can be prevented. The given no-backlash state is one of an acceleration no-backlash state where the driving force is transmitted from the driving source side to the vehicle wheel side, and a deceleration no-backlash state where the driving force is transmitted from the vehicle wheel side to the driving source side. Which one of the acceleration no-backlash state and the deceleration no-backlash state to be applied is determined according to the target driving force of the hybrid vehicle 1, and existence of a driving force margin of the motor 4 required for the startup of the engine 2 (i.e., whether the motor 4 is in a state capable of generating torque sufficient to start the engine 2).
Next, various control executed during the engine startup according to this embodiment (hereinafter, simply be referred to as a “startup control”) is described with reference to
In
When the start of the engine 2 is demanded, the controller 20 lowers the instruction hydraulic pressure of the second clutch CL2 in a stepped manner so as to shift the second clutch CL2 in the engaged state to the slipping state (time t11). Accordingly, the actual hydraulic pressure of the second clutch CL2 decreases promptly, and the transmission torque capacity of the second clutch CL2 also decreases promptly. Then, after the controller 20 temporarily increases the instruction hydraulic pressure of the first clutch CL1 in a stepped shape, the controller 20 gradually increases the instruction hydraulic pressure of the first clutch CL1 (time t14). Accordingly, the actual hydraulic pressure of the first clutch CL1 rises gradually, and the transmission torque capacity of the first clutch CL1 increases, thus the first clutch CL1 in the released state being shifted to the slipping state.
Further, after the startup demand of the engine 2 is issued, the controller 20 executes backlash eliminating control for setting the state of the gears in the powertrain system 8 to the deceleration no-backlash state where the driving force is transmitted from the vehicle wheel side to the driving source side (time t12). In detail, the controller 20 controls the motor 4 by setting the target motor speed lower than the vehicle wheel speed such that the motor speed corresponding to the gear speed on the driving source side in the powertrain system 8 is lower than the vehicle wheel speed corresponding to the gear speed on the vehicle wheel side in the powertrain system 8. In this case, the controller 20 controls the motor 4 by setting the target motor speed such that a desired differential rotation is generated between the motor speed and the vehicle wheel speed.
When the backlash elimination between the gears in the powertrain system 8 is completed by the backlash eliminating control (i.e., when the gear state in the powertrain system 8 is set to the deceleration no-backlash state), the controller 20 maintains the deceleration no-backlash state. In detail, the controller 20 increases the target motor speed so as to reduce the differential rotation between the motor speed and the vehicle wheel speed (time t13), and then, the controller 20 sets the target motor speed so that a state of the differential rotation where the motor speed is slightly lower than the vehicle wheel speed is maintained. Thus, the gear state in the powertrain system 8 is maintained in the deceleration no-backlash state.
Next, the controller 20 controls the motor 4 to crank the engine 2 so as to start the stopped engine 2. As a result, the engine speed increases to be equal to the motor speed. In this case, the controller 20 estimates a timing at which the engine speed becomes equal to the motor speed, and starts to raise the target motor speed earlier than the timing. Note that, basically, when the engine speed becomes above a given speed, fuel is injected into a combustion chamber of the engine 2 to carry out combustion, thus the engine 2 being started.
Then, the controller 20 executes backlash eliminating control for setting the gear state in the powertrain system 8 to the acceleration no-backlash state where the driving force is transmitted from the driving source side to the vehicle wheel side (time t15). In detail, the controller 20 controls the motor 4 by setting the target motor speed higher than the vehicle wheel speed such that the motor speed corresponding to the gear speed on the driving source side in the powertrain system 8 is higher than the vehicle wheel speed corresponding to the gear speed on the vehicle wheel side in the powertrain system 8. Further, during such backlash eliminating control (time t15), the controller 20 raises the instruction hydraulic pressure of the first clutch CL1 so as to set the first clutch CL1 to the engaged state.
When the gear state in the powertrain system 8 is set to the acceleration no-backlash state by the backlash eliminating control as described above, the controller 20 maintains the acceleration no-backlash state. In detail, the controller 20 sets the target motor speed such that a differential rotation in a state where the motor speed is higher than the vehicle wheel speed is maintained, and also lowers the target motor speed so as to gradually reduce the differential rotation to be zero (in detail, the motor speed (and the engine speed) becomes equal to the vehicle wheel speed) (time t16). Moreover, the controller 20 raises the instruction hydraulic pressure of the second clutch CL2 before the completion of the backlash elimination (in detail, immediately before the time t16). According to this, after the completion of the backlash elimination, the second clutch CL2 is promptly shifted from the slipping state to the engaged state.
Here, in response to the startup demand of the engine 2, the controller 20 sets the control to be applied to the motor 4 to the speed instruction control, and then, the control of the motor 4 as described above is executed by the speed instruction control. Then, during such a speed instruction control, when Condition 2 under which the difference between the torque outputted from the motor 4 by the speed instruction control, and the torque to be outputted from the motor 4 after the switching from the speed instruction control to the torque instruction control becomes below the given difference, the controller 20 switches the motor control from the speed instruction control to the torque instruction control (time t17). When Condition 2 is satisfied, the speed instruction control of the motor 4 is stabilized in a given state (that is, the torque state of the motor 4 is stabilized), and therefore, by switching the motor control in this state, the torque fluctuation during the shift from the speed instruction control to the torque instruction control can be reduced. Note that when Condition 2 is satisfied, basically, a condition is satisfied that the motor speed is maintained to be higher than the vehicle wheel speed by a given value for a given period of time by the speed instruction control after the engine startup.
Next,
In the second startup control, the controller 20 executes, for the large part, control similar to the first startup control (time t21-t26). However, in the second startup control, since the hybrid vehicle 1 changes from the decelerating state to the accelerating state, the controller 20 increases, after the engine startup, the target motor speed more than in the first startup control (after a time t25). Then, the controller 20 maintains the target motor speed at substantially constant until the vehicle wheel speed becomes equal to the motor speed (and the engine speed).
Further, in response to the startup demand of the engine 2, the controller 20 sets the control to be applied to the motor 4 to the speed instruction control, and then, controls the motor 4 by the speed instruction control. Further, during such speed instruction control, when Condition 1 is satisfied, under which, after the instruction hydraulic pressure of the second clutch CL2 is increased to be shifted from the slipping state to the engaged state after the engine startup (immediately before the time t26), the differential rotation of the second clutch CL2 becomes below the given value, and the transmission torque capacity of the second clutch CL2 becomes above the given capacity, the controller 20 switches the motor control from the speed instruction control to the torque instruction control (time t27). When Condition 1 is satisfied, the second clutch CL2 can be linearly controlled to a certain extent (i.e., the second clutch CL2 transmits certain torque), and therefore, by switching the motor control in this state, the torque fluctuation during the shift from the speed instruction control to the torque instruction control can be reduced. Note that, when Condition 1 is satisfied, a condition is satisfied that the vehicle wheel speed is substantially equal to the motor speed when the motor speed is maintained at substantially constant after being increased higher than the vehicle wheel speed by the speed instruction control after the engine startup.
Note that although in
Further, although in
Next, the overall flow of the startup control of the engine 2 according to this embodiment is described with reference to
First, at Step S100, the controller 20 acquires various information. For example, the controller 20 acquires the detection signals at least from the sensors SN1-SN6 described above.
Next, at Step S101, the controller 20 determines whether the startup of the currently stopped engine 2 is demanded. For example, this startup demand is issued when the driver demands a comparatively large acceleration in the EV traveling mode (i.e., the driver demands acceleration which requires the switching of the traveling mode from the EV traveling mode to the HV traveling mode). Further, other than the demand from the driver, the startup demand is issued from a control system including the powertrain (hereinafter, this startup demand may suitably be referred to as a “system demand”). This system demand is issued when the switching of the traveling mode from the EV traveling mode to the HV traveling mode is required according to the vehicle speed, the load, the battery state, and the engine temperature. For example, the system demand may be issued when the driving force of only the motor 4 is insufficient to achieve the target driving force, when the battery 5 requires charging (when the SOC of the battery 5 is below a given value), and when engine braking by the engine 2 is required during deceleration.
At Step S101, if the controller 20 determines that the startup demand is not issued (Step S101: NO), the controller 20 ends the processing related to the startup control. On the other hand, if the controller 20 determines that the startup demand is issued (Step S101: YES), the controller 20 proceeds to Step S102. At Step S102, the controller 20 starts shifting of the second clutch CL2 from the engaged state to the given slipping state. In detail, the controller 20 starts to lower the instruction hydraulic pressure for controlling the hydraulic pressure of the second clutch CL2.
Next, at Step S103, the controller 20 sets the speed instruction control as the control to be applied to the motor 4. In detail, the controller 20 transmits the command value of the target speed to the inverter 3 via the CAN, and controls the motor torque by using the feedback control based on the motor speed detected by the motor speed sensor SN2 so that the motor speed follows the target speed. In this case, the inverter 3 converts torque into current and outputs the current to the motor 4 so that the desired motor torque corresponding to the target speed is outputted from the motor 4.
Then, at Step S104, the controller 20 starts shifting of the first clutch CL1 to the given slipping state. In detail, the controller 20 starts to raise the instruction hydraulic pressure for controlling the hydraulic pressure of the first clutch CL1. Note that during the engine startup, the first clutch CL1 is not limited to be shifted to the slipping state, but may be shifted to the engaged state without through the slipping state.
When the shift of the first and second clutches CL1 and CL2 to the given slipping state is completed by the control as described above, the controller 20 proceeds to Step S105. At Step S105, the controller 20 controls the motor 4 to crank the engine 2 to start. Then, when the engine 2 starts, the controller 20 proceeds to Step S106.
At Step S106, the controller 20 determines whether the motor control switching condition is satisfied. In detail, the controller 20 applies any of Conditions 1-5 as the motor control switching condition, and determines whether the condition is satisfied. For example, the controller 20 may select any one of Conditions 1-5 according to a control content executed during the engine startup. In this case, the control content executed during the engine startup changes according to, for example, the acceleration/deceleration state before the startup demand, the acceleration/deceleration state after the startup demand, and the existence of the driving force margin of the motor 4 (these states affect, for example, the content of the backlash eliminating control of the powertrain system 8 during the engine startup).
Note that the condition to be used is not limited to one of Conditions 1-5, but may be two or more of Conditions 1-5, and the motor control switching condition may be determined to be satisfied when all of the two or more conditions are satisfied.
At Step S106, if the controller 20 determines that the motor control switching condition is not satisfied (Step S106: NO), the controller 20 repeats Step S106. In this case, the controller 20 repeats the determination at Step S106 until the motor control switching condition is satisfied. On the other hand, if the controller 20 determines that the motor control switching condition is satisfied (Step S106: YES), the controller 20 proceeds to Step S107. At Step S107, the controller 20 switches the control to be applied to the motor 4 from the speed instruction control to the torque instruction control. In detail, the controller 20 transmits the command value of the target torque to the inverter 3 via the CAN, and the inverter 3 converts the torque into current and outputs the current to the motor 4 so that the target torque is outputted from the motor 4. In this case, the current to be supplied to the motor 4 via the inverter 3 is controlled according to the present motor speed detected by the motor speed sensor SN2.
Next, at Step S108, the controller 20 controls the first and second clutches CL1 and CL2 to be shifted from the slipping state to the engaged state. In detail, the controller 20 raises the instruction hydraulic pressures for controlling the hydraulic pressures of the first and second clutches CL1 and CL2. Then, the controller 20 ends the processing related to the startup control.
Operation and effects of the control method and the control system of the hybrid vehicle 1 according to this embodiment are described.
According to this embodiment, when the startup demand of the engine 2 is issued, the controller 20 first applies the speed instruction control as the motor control which is executed for the engine startup. Therefore, under the situation where the torque fluctuation is caused to the engine 2, the motor 4, the first and second clutches CL1 and CL2, etc. due to the engine start, the motor 4 can accurately be controlled by the speed instruction control. Further, according to this embodiment, when the controller 20 determines that the given motor control switching condition is satisfied during the speed instruction control, the controller 20 switches the control applied as the motor control from the speed instruction control to the torque instruction control. Therefore, after the startup of the engine 2, during the normal traveling where the disturbance (e.g., the slope and the running resistance) occurs, the motor 4 can accurately be controlled by the torque instruction control.
Further, according to this embodiment, the controller 20 uses, as the motor control switching condition for the switching from the speed instruction control executed as described above to the torque instruction control, at least any one of conditions including Condition 1: the differential rotation of the second clutch CL2 becomes below the given value corresponding to the shift of the second clutch CL2 from the slipping state to the engaged state after the engine startup, and the transmission torque capacity of the second clutch CL2 becomes above the given capacity, Condition 2: after the engine startup, the difference between the torque outputted from the motor 4 by the speed instruction control, and the torque to be outputted from the motor 4 after the switching from the speed instruction control to the torque instruction control becomes below the given difference, Condition 3: the startup of the engine 2 is completed, Condition 4: after the engine startup, the shift of the first clutch CL1 from the slipping state to the engaged state is completed, and Condition 5: after the engine startup, the gear state in the powertrain system 8 becomes in the given no-backlash state. By switching the motor control from the speed instruction control to the torque instruction control based on such Conditions 1-5, the shock (torque fluctuation) which may be caused at the time of switching can appropriately be suppressed.
It should be understood that the embodiments herein are illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within metes and bounds of the claims, or equivalence of such metes and bounds thereof, are therefore intended to be embraced by the claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2021-053193 | Mar 2021 | JP | national |
