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    • 专利摘要:
    Provided is a vehicle powertrain control capable of reducing power transmission loss in EV mode, and providing excellent combustion engine starting ability when switching from an EV mode to a dimmer mode. combustion engine drive. For this, it offers a powertrain control including a control unit (UCE 50). When propelling the vehicle (10) only by an electric machine (ISG 40), the ECU performs lock-up clutch torque control (30C) when the rotational speed ratio (e) of a converter torque (30B) is greater than or equal to a predetermined ratio. The lockup clutch is fully engaged when the combustion engine speed is greater than or equal to a first predetermined speed. The lockup clutch slips when the combustion engine speed is greater than or equal to a second predetermined speed.
    公开号:FR3064548A1
    申请号:FR1852663
    申请日:2018-03-28
    公开日:2018-10-05
    发明作者:Koji Oue
    申请人:Suzuki Motor Co Ltd；
    IPC主号:
    专利说明:

    (54) MOTOR DRIVE GROUP CONTROL FOR VEHICLE.
    FR 3 064 548 - A1 _ The invention relates to a vehicle powertrain control capable of reducing the loss of power transmission in EV mode, and of providing an excellent starting capacity of a combustion engine during a switching of an EV mode to a combustion engine drive mode.
    For this, it offers a powertrain control including a control unit (UCE 50). When propelling the vehicle (10) only by an electric machine (ISG 40), the ECU performs a lock-up clutch torque control (30C) when the speed ratio (e) of a converter torque (30B) is greater than or equal to a predetermined ratio. The lockup clutch is fully engaged when the combustion engine speed is greater than or equal to a first predetermined speed. The lockup clutch slides when the combustion engine speed is greater than or equal to a second predetermined speed.
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    MOTOR-DRIVEN GROUP CONTROL FOR VEHICLE
    The present invention relates to a powertrain control for a vehicle comprising a combustion engine and an electric machine, which is operational as a traction engine.
    Document JP 2010-235 089 A, which is hereinafter referred to as "Patent Literature 1", describes a known hybrid powertrain control. In known control, the combustion engine start sequences require that a portion of the torque from an electric machine starts an internal combustion engine.
    Before starting the combustion engine while the vehicle is moving in electric vehicle (EV) mode, a converter lock-up clutch is engaged to slide to cause the electric machine to operate at a target speed.
    In order to determine the target speed, the clutch torque, often referred to as the "clutch transmission torque", of the slip lock clutch is estimated. The estimated lockout clutch torque, target transmission input torque, and converter turbine speed are used as input in determining the target rotation speed. The target transmission input torque is determined based on the accelerator pedal position and the vehicle speed. The known control system is satisfactory in that the determined target transmission input torque is perfectly transferred to the transmission during combustion engine start sequences while the vehicle is moving in EV mode.
    Patent literature 1: JP 2010-235 089 A.
    However, the known control system uses a slip in the converter lock-up clutch during combustion engine start-up sequences and can cause the loss of torque transmission in the powertrain at the torque converter and its clutch. lock.
    An object of the present invention is to provide a vehicle powertrain control capable of reducing the loss of power transmission at a torque converter during vehicle operation in EV mode, in which the vehicle is powered solely by an electric machine, and capable of imparting an excellent starting capacity of a combustion engine when initiating a switching from an EV mode to a driving mode by combustion engine, in which the combustion engine propels the vehicle.
    A powertrain control is proposed for a vehicle. The powertrain control includes: a drive source, the drive source including a combustion engine and an electric machine coupled to the combustion engine; a transmission, to which power is transferred from the drive source, the transmission including a torque converter with a lockup clutch; and a control unit. In the powertrain control, after starting the propulsion of a vehicle only by the electric machine, the control unit performs a clutch torque control of the locking clutch to satisfy a request for operating mode clutch selected from different requests for clutch operating mode according to a combustion engine speed of the combustion engine in the case where the rotational speed ratio of an input rotational speed of the torque converter over a torque converter output speed is greater than or equal to the predetermined speed ratio.
    This reduces the loss of power transmission in the powertrain at the torque converter during propulsion of the vehicle by the electric machine alone and can provide excellent combustion engine starting ability in response to a restart request which begins a switching to a combustion engine drive mode in which the combustion engine powers the vehicle.
    According to other aspects of the invention, the powertrain for a vehicle can include the following characteristics, taken alone or in combination:
    a drive source, the drive source including a combustion engine and an electric machine coupled in drive to the combustion engine; a transmission, to which power is transferred from the drive source, the transmission including a torque converter with a lockup clutch; and a control unit in which, after starting the propulsion of a vehicle only by the electric machine, the control unit performs a clutch torque control of the lock-up clutch to satisfy a mode request clutch operation selected from different requests for clutch operating mode according to a combustion engine speed of the combustion engine in the case where the rotational speed ratio of an input rotational speed of the torque converter on an output rotation speed of the torque converter is greater than or equal to the predetermined speed ratio.
    In preferred embodiments of the invention, it is possible optionally to have recourse to one and / or the other of the following arrangements:
    - the clutch torque control includes the complete engagement of the locking clutch in the event that the combustion engine speed is greater than or equal to a first predetermined speed.
    the clutch torque control includes causing the locking clutch to slide in the event that the combustion engine speed is greater than or equal to a second predetermined speed which is less than the first predetermined speed, but not greater than or equal to the first predetermined speed
    - the clutch torque control includes leaving the locking clutch disengaged in the event that the combustion engine speed is lower than the second predetermined speed
    - the clutch torque control includes the selective modification of the clutch torque of the lock-up clutch based on the accelerator pedal position of the accelerator pedal when initiating a switch from a mode EV, in which the vehicle is powered solely by the electric machine, to a combustion engine drive mode, in which at least the combustion engine powers the vehicle, to allow the combustion engine to start operation of the combustion engine combustion thanks to its own power by resuming fuel injection
    - the clutch torque control includes disengaging the locking clutch in the event that the accelerator pedal position is greater than or equal to the predetermined accelerator pedal position, and maintaining the engagement of the lock-up clutch or the sliding of the lock-up clutch in the case where the accelerator pedal position is lower than the predetermined accelerator pedal position
    Figure 1 is a schematic diagram of a hybrid powertrain for a vehicle.
    Figure 2 is a flowchart showing an example of a powertrain control.
    Figure 3 shows a locking control table used in normal locking control.
    FIG. 4 shows an example of combustion engine starting sequences while the vehicle is moving in EV mode, illustrating a clutch torque control of a converter lockup clutch to satisfy a request for operating mode to engage the locking clutch.
    FIG. 5 shows an example of combustion engine starting sequences while the vehicle is moving in EV mode, illustrating the clutch torque control of the locking clutch to satisfy a request for operating mode to partially engage the lock clutch to cause the clutch to slip.
    Figure 6 shows an example of combustion engine start sequences while the vehicle is moving in EV mode, illustrating the clutch torque control of the lockup clutch to satisfy an operating mode request to maintain the engagement or partial engagement of the locking clutch.
    This disclosure relates to a powertrain control for a vehicle. The powertrain control includes: a drive source, the drive source including a combustion engine and an electric machine coupled to the combustion engine; a transmission, to which power is transferred from the drive source, the transmission including a torque converter with a lockup clutch; and a control unit. In the powertrain control, after starting the propulsion of a vehicle only by the electric machine, the control unit performs a clutch torque control of the locking clutch to satisfy a request for operating mode clutch selected from different requests for clutch operating mode according to a combustion engine speed of the combustion engine in the case where the rotational speed ratio of an input rotational speed of the torque converter over a torque converter output speed is greater than or equal to the predetermined speed ratio.
    This reduces the loss of power transmission in the powertrain at the torque converter during propulsion of the vehicle by the electric machine alone and can provide excellent combustion engine starting ability in response to a restart request which begins a switching to a combustion engine drive mode in which the combustion engine powers the vehicle.
    An implementation of powertrain control in a vehicle is described with reference to the accompanying drawings. Figures 1 to 6 are used to describe the implementation.
    In Figure 1, a vehicle generally designated at 10 includes: a combustion engine 20; an integrated generator stator (ISG) 40, as an electric motor; a transmission 30; a pair of drive wheels 12; and an electronic control unit (ECU) as a control unit for carrying out an exhaustive control in the vehicle 10.
    The combustion engine 20 has a plurality of cylinders. In this implementation, the combustion engine 20 is an internal combustion engine in which the piston in each cylinder performs four separate times (or strokes), that is to say intake, compression, combustion and exhaust. The combustion engine 20 is equipped with an intake pipe 22 for air intake into each of the combustion chambers, not shown.
    A throttle valve 23 is mounted within the intake pipe 22. The throttle valve 23 regulates the amount of air (air flow) through the intake pipe 22. The throttle valve 23 is a electronic throttle valve that can be opened or closed by a motor, not shown. The electronic throttle valve 23 is connected to the ECU 50. The ECU 50 controls the position or the degree of opening of the throttle valve 23.
    The combustion engine 20 includes an injector 24 for injecting fuel into each of the combustion chambers via an intake port, not shown; and an igniter 25 for igniting a combustible charge in the combustion chamber. The injectors 24 and the ignition plugs 25 are connected to the ECU 50. The ECU 50 regulates the quantity and timing of fuel injection for each of the fuel injectors 24, and the timing of ignition and the quantity discharge for each of the ignition plugs 25.
    The combustion engine 20 includes a crank sensor or crankshaft position sensor 27. The crankshaft position sensor 27 monitors the position and rotational speed of the crankshaft 20A and provides the crankshaft rotational speed input to the ECU 50.
    The transmission 30 changes the rotational speed from the combustion engine 20 and drives the drive wheels 12 via drive axles 11. The transmission 30 includes an input shaft 30A, a torque converter 30B, a switching unit 30E and a differential 30L.
    The torque converter 30B amplifies the torque of a rotation coming from the combustion engine 20 via a working fluid which is pumped according to the rotation and brought into contact with blades of a turbine. The 30B torque converter is equipped with a 30C locking clutch. During the disengagement of the locking clutch 30C, the power is transferred between the combustion engine 20 and the switching unit 30E via the working fluid. During the engagement of the lock-up clutch 30C, the power is directly transferred between the combustion engine 20 and the switching unit 30E via the lock-up clutch 30C.
    The power whose torque has been increased by the torque converter 30B is transferred to the input shaft 30A of the switching unit 30E.
    In the present implementation, the switching unit 30E is a continuously variable transmission (CVT) which can change smoothly over a continuous range of effective gear ratios by a pair of pulleys connected by a timing belt. metal drive. The ECU 50 controls the gear ratio of the transmission 30 and the engagement / disengagement of the lock-up clutch 30C.
    The switching unit 30E can be an automatic transmission (AT) which provides a fixed number of gear ratios using at least one planetary gear. The differential 30L is coupled to the left and right drive axles 11 to transfer the power from the switching unit 30E to the left and right drive axles 11 while allowing a difference between the rotational speeds of the axles of left and right drive 11.
    The vehicle 10 includes an accelerator pedal position sensor 13A. The accelerator pedal position sensor 13A detects a control input via the accelerator pedal 13, called "accelerator pedal position", to provide the accelerator pedal position input to the ECU 50 .
    The vehicle 10 includes a brake travel sensor 14A. The brake travel sensor 14A detects a control input via the brake pedal 14, called "brake travel", to provide a brake travel input to the ECU 50.
    The vehicle 10 includes a vehicle speed sensor 12A. The vehicle speed sensor 12A detects the vehicle speed from the rotational speed of the drive wheels 12 to provide a vehicle speed input to the ECU 50. The vehicle speed input from the speed sensor vehicle 12A is used in the ECU 50 and / or other control units to calculate a slip ratio for each of the drive wheels 12.
    The vehicle 10 comprises a starter or launch motor 26. The starter 26 includes a motor, not illustrated, and a pinion fixedly mounted on a rotary shaft of this motor. In addition, a disc-shaped drive plate is attached to one end of the crankshaft 20A of the combustion engine 20. A starter ring is installed on the periphery of the drive plate.
    In response to an order from the ECU 50, the starter 26 pushes the pinion on the rotary shaft of the engine and meshes the pinion with the starter crown to transmit the drive in only one direction to start the combustion engine 20 in order to start the operation of the combustion engine thanks to its own power. This is how the starter 26 starts the combustion engine 20 by meshing the pinion with the starter ring gear.
    The ISG40 is an electric machine that combines the starter for the combustion engine 20 with the generator. The ISG40 provides, in addition to its two basic functions (starter and generator), an auxiliary function, as an electric motor.
    The ISG 40 is always connected to the combustion engine 20 via the transmission mechanism which includes a pulley 41, a crankshaft pulley 21 and a belt 42 to ensure power transmission to and from the combustion engine 20. In detail, the ISG 40 includes a rotary shaft 40A to which the pulley 41 is fixed. The crankshaft pulley 21 is fixed to the other end or reading portion of the crankshaft 20A of the combustion engine 20. The belt 42 connects the pulley crankshaft 21 and pulley 41. Another example of the transmission mechanism includes chain wheels and a chain.
    As described, the combustion engine 20 and the ISG 40 are coupled to allow power transfer from one to the other and vice versa. The combustion engine 20 and the ISG 40 are used to generate torque to propel the vehicle 10, and they are a source of drive as claimed.
    The ISG 40 provides the basic function, as a starter motor, and transmits the drive in only one direction to start the crankshaft 20A in order to start the operation of the engine of the combustion engine 20 with its own power. In the present implementation, the vehicle 10 comprises the ISG 40 and the starter 26, as a starting device for the combustion engine 20. In the present implementation, the starter 26 is used mainly for a starting with combustion engine 20 cold, while the ISG 40 is used during a restart of the combustion engine 20 in the automatic start-stop system.
    The ISG 40 is capable of starting the crankshaft 20A to start the combustion engine 20 during a cold start, but the vehicle 10 includes the conventional starter 26 to ensure a reliable cold start. In the event that an increase in viscosity of a combustion engine lubricant during the winter period in a cold region makes it difficult for the ISG 40 to generate a drive large enough to start the combustion engine 20, the ISG 40 is likely to be faulty. As a safeguard against the aforementioned problem, the vehicle 10 includes the conventional starter 26 in addition to the ISG 40 as a starting device for the combustion engine 20.
    The power generated by the ISG 40 is transferred to the drive wheels 12 via the crankshaft 20A of the combustion engine 20, the transmission 30, and the drive axles 11.
    In addition, the rotation of the drive wheels 12 is transmitted to the ISG 40 via the drive axles 11, the transmission 30 and the crankshaft 20A of the combustion engine 20 and used for the ISG 40 in order to generate electricity. (regeneration).
    As described, the vehicle 10 comprises, in addition to a combustion engine drive mode in which the engine power or torque from the combustion engine 20 propels the vehicle 10, a torque assistance drive mode in which the engine power or torque from ISG 40 provides torque assistance to the combustion engine 20 in vehicle propulsion 10.
    In addition, the vehicle 10 can move, with the combustion engine 20 off, in an electric vehicle (EV) mode in which the power coming from the ISG 40 propels the vehicle 10. In the EV mode, the operation of the engine combustion engine 20 thanks to its own power stops by the absence of fuel injection to the combustion engine 20, but the combustion engine 20 is towed by the ISG 40. Consequently, although the operation of the combustion engine thanks at its own power stops, the combustion engine speed is equal to or proportional to the rotation speed of the ISG 40 during training in EV mode.
    As described, the vehicle's powertrain 10 constitutes a parallel hybrid configuration which allows the combustion engine 20 and the ISG 40 to provide power independently or in conjunction with each other.
    The vehicle 10 comprises a battery 70. The battery 70 is a secondary rechargeable battery. The battery 70 includes a fixed number of cells. The number of cells is determined so that the battery 70 can generate an output voltage of approximately 12 V.
    Battery 70 is provided with a battery condition detector 70A. This battery condition detector 70A detects the inter-terminal voltage, the ambient temperature, and the input / output current of the battery 70 and supplies the detected inputs to the ECU 50. The ECU 50 detects the state of charge (EDC) based on the detected inputs of the 70A battery condition detector. The ECU 50 controls the state of charge of the battery 70.
    Battery 70 has two power cables 61 and 64. Power cables 61 and 64 are connected to battery 70 and extend to starter 26 and ISG 40, respectively. The power cable 61 connects the battery 70 to the starter 26 to supply electrical power to the starter 26. The power cable 64 connects the battery 70 to the ISG 40 to supply electricity to the ISG 40 during operation in power mode. During operation in regenerative mode, the electric power generated by the ISG 40 is supplied to the battery 70.
    In addition, electrical power from battery 70 is supplied to other electrical charges, not shown. Electrical loads include a programmed electro-stabilizer (ESP), an electric power steering system (EPS), headlights, and a blower fan. Electrical loads include a wiper system, an electric cooling fan, dashboard indicators and meters, not shown, and a car navigation system.
    The ECU 50 includes a computer unit. The computer unit includes a central processing unit (CPU), random access memory (RAM), read only memory (ROM), flash memory that stores backup data, input ports, and output ports.
    The ROM of this computer unit stores programs, which cause this computer unit to perform the function of UCE 50, together with various constants and cards. In other words, these components of the computer unit act like the ECU 50 in the present implementation by the CPU executing the programs stored in the ROM using the RAM as area of job.
    Various sensors are connected to the input ports of the ECU 50. Various sensors include the crankshaft position sensor 27, the accelerator pedal position sensor 13A, the brake stroke sensor 14A, the speed sensor 12A, and the battery condition detector 70A.
    Various types of target control equipment are connected to the output ports of the ECU 50. Various types of target control equipment include the throttle valve 23 of the combustion engine 20, the injectors 24, the spark plugs 25, the ISG 40, the transmission 30 and the starter 26. The ECU 50 controls the various types of target control equipment based on various kinds of information from the various sensors.
    When it is determined that said “EV conditions” are satisfied, the ECU 50 allows the vehicle 10 to move in EV mode in which the ISG 40 propels the vehicle 10. The EV conditions are predetermined conditions allowing training in EV mode. The EV conditions include: the EDC of the battery 70 which is greater than a predetermined value; the accelerator pedal position (APP) which is at zero (0) level; and no request to start a combustion engine from electrical equipment that includes an air conditioner.
    When it is determined that said “EV prohibition conditions” are satisfied while the vehicle 10 is moving in EV mode, the ECU 50 launches combustion engine start sequences including a fuel injection to start the engine at combustion 20 in response to a request to restart the combustion engine to allow the vehicle 10 to move in combustion engine drive mode. EV prohibition conditions include: detection of depressing the accelerator pedal 13 (accelerator ON); the EV travel time which exceeds a predetermined time; the EDC of battery 70 which drops below a predetermined level; the temperature of the battery 70 which exceeds a predetermined temperature: and a request to start a combustion engine coming from the electrical equipment which includes the air conditioner.
    The ECU 50 can perform a "start-stop" command by automatically stopping the combustion engine 20 when it satisfies the predetermined automatic stopping conditions of the combustion engine and by restarting the combustion engine 20 when it satisfies predetermined combustion engine restart conditions.
    The predetermined conditions for automatic stopping of a combustion engine include: the vehicle speed which is lower than a predetermined vehicle speed; the brake pedal 14 which is depressed; and the EDC within battery 70 which is above a predetermined level. The ECU 50 allows the combustion engine 20 to stop automatically when it satisfies the predetermined conditions for automatic stopping of the combustion engine even during deceleration of the vehicle 10. In addition, the conditions for restarting the predetermined combustion engine include: the accelerator pedal 13 which is depressed; and the brake pedal 14 which is released.
    In the case where, with the combustion engine 20 stopped by the start-stop command, the accelerator pedal 13 is not manipulated and the brake pedal 14 is released, the ECU 50 determines on the basis of the 'EDC of the battery 70 whether or not the vehicle 10 can move in EV mode.
    When it is determined that the vehicle 10 can move in EV mode, the ECU 50 allows the ISG 40 to propel the vehicle 10 while leaving the injection of fuel to the combustion engine 20 inactive.
    In the present implementation, the ECU 50 achieves a special feature of “EV tracking”, as one of the various forms of drive in EV mode, to allow the vehicle 10 to travel forward in the event that the accelerator and brake operations do not exist. In the EV path, the ISG 40 propels and causes vehicle 10 to travel forward.
    As with non-hybrid vehicles that can travel forward, EV tracking allows vehicle 10 to travel forward in EV mode. Since the EV path allows the vehicle 10 to move away with the combustion engine 20 left inactive, the fuel consumption improves.
    In addition, the ECU 50 is capable of carrying out various kinds of commands with reference to the rotation speed of the combustion engine, Ne / g, of the combustion engine 20 which is towed by the ISG 40 while the vehicle 10 moves in EV mode, which includes EV tracking.
    Referring now to Figure 2, the flow diagram shows a powertrain control including a clutch torque control of the lock-up clutch 30C. Execution of this powertrain command is repeated at a predetermined short interval and the lock-up clutch torque command begins with an EV tracking request which is issued when it is determined that EV tracking conditions are met.
    Referring now to the combustion engine restart sequences shown in Figures 4, 5 and 6, it is described how the clutch torque control of the lock-up clutch 30C is put in place to satisfy the '' one of the various operating mode requests chosen according to the combustion engine speed, Ne / g ·
    FIG. 4 shows an example of sequences for restarting a combustion engine in the case where the “locking clutch engagement control” (see step S6 in FIG. 2) is carried out. FIG. 5 shows an example of combustion engine restart sequences in the case where the “locking clutch slip control” is carried out (see step S8 in FIG. 2). FIG. 6 shows an example of sequences for restarting a combustion engine in the case where the accelerator pedal position, APP, is at a zero or rest position or below the predetermined level, APPprd (APP <APPprd) during a request to restart the combustion engine (see step S10 in FIG. 2).
    The sequences shown in Figures 4, 5 and 6 represent a set of signals in the time domain. The signals are indicative for an accelerator pedal position, APP; a brake stroke, BS; vehicle speed, VS; a combustion engine speed, Ne / g; an input shaft speed (or turbine speed) Nt, of the torque converter 30B; an output shaft speed (or pump speed) Np, of the torque converter 30B; a clutch torque, T ^ u, of the lock-up clutch 30C, and a fuel injection rate, FIR.
    In the initial state of each of the combustion engine restart sequences in FIGS. 4, 5 and 6, at time tO or tlO or t20, the accelerator pedal position, APP, is at zero (0) or in position rest because the accelerator pedal 13 is not depressed, and the brake stroke, BS, is greater than zero (0) because the brake pedal 14 is depressed. In addition, the vehicle speed, VS, is zero (0) because the brake pedal 14 is depressed, the combustion engine speed, Ne / g, is zero (0), the shaft speeds of input and output, Nt & Np, of the torque converter are zero (0), and the fuel injection rate, FIR, is zero (0).
    Referring to FIG. 2, the ECU 50 determines whether or not the EV path conditions are satisfied in order to determine whether or not an EV path is requested (step SI). In the event that all of the tracking conditions EV are not satisfied, the starter motor 26 or the ISG 40 is activated or supplied with energy to restart the combustion engine 20 (step S15) then the algorithm proceeds to step S16 to execute a normal lock-up clutch command.
    In the normal lock-up clutch control executed in step S16, the ECU 50 finds a lock-up clutch control table shown in Figure 3 with the accelerator pedal position, APP, from the accelerator pedal position 13A to determine the criterion which must be satisfied for engagement of the locking clutch 30C. The lock-up clutch control table contains variable vehicle speeds, for engaging the lock-up clutch 30C, with different accelerator pedal positions. The ECU 50 causes the locking clutch 30C to engage when the vehicle speed regained with the accelerator pedal position, APP, is reached from the accelerator pedal position sensor 13A.
    If, in step SI, the routing conditions EV are satisfied, the ISG 40 is supplied with energy by the ECU 50 in step S2. The vehicle 10 moves away because the torque is generated by the ISG 40 at the time tl (see Figure 4) or tll (see Figure 5) or t21 (or immediately after this, if although the vehicle speed is increasing.
    After step S2, the algorithm proceeds to step S3. In step S3, a rotational speed ratio e of the torque converter 30B is calculated by the ECU 50. The rotational speed ratio, e, is a ratio of the output shaft rotation speed, Np , from the torque converter 30B on the input shaft rotation speed, Nt, from the torque converter 30B, i.e. e = Np / Ny.
    In step S4, the ECU 50 determines whether or not the speed ratio, e, is greater than or equal to a predetermined speed ratio, E. The predetermined speed ratio, E, is the ratio of speed when the converter coupling point in the performance characteristics of a torque converter is reached. The torque converter performance characteristics illustrate the degree to which the pump capacity coefficient, torque ratio and transmission efficiency vary from speed ratio, e. In further describing the torque converter performance characteristics, with the torque converter operating in a converter range where the rotational speed ratio, e, is less than the predetermined speed ratio, E (i.e. the coupling point), the torque converter ensures a multiplication of the torque, that is to say a torque ratio which is greater than 1. With the torque converter 30B operating in a coupling range where the speed ratio , e, is greater than or equal to the predetermined speed ratio, E (that is to say the coupling point), the torque converter 30B does not provide any multiplication of the torque and the torque ratio is fixed at 1. With operating in the converter range, the transmission efficiency is low. With the 30B torque converter operating in the coupling range, the transmission efficiency is high.
    If, in step S4, the speed ratio, e, is greater than or equal to the predetermined speed ratio, E, that is, in the case where the torque converter 30B operates in the coupling range, the ECU 50 determines whether or not the combustion engine speed is greater than or equal to a first predetermined combustion engine speed, Ni (step S5).
    If, in step S4, the speed ratio, e, is lower than the predetermined speed ratio, E, i.e., in the case where the torque converter 30B operates in the converter range, l the algorithm proceeds to step S9.
    If, in step S5, the combustion engine speed, Ne / g, is greater than or equal to the first predetermined combustion engine speed, Ni, the algorithm proceeds to step S6 to carry out a command d lock interlock then in step S9. The lock engagement control in step S6 is a control strategy for engaging the lock clutch 30C.
    If, in step S4, the speed ratio, e, is less than the predetermined speed ratio E, the lock-up clutch 30C is left disengaged and the torque converter 30B provides a multiplication of the torque despite the preceding fact that the locking clutch 30C is engaged in the case where, in step S4, the speed ratio, e, is greater than or equal to the predetermined speed ratio, E, and, in step S5, the engine speed combustion engine, Ne / g, is greater than or equal to the first predetermined combustion engine speed, Ni.
    If, in step S5, the combustion engine speed, Ne / g, is lower than the first predetermined combustion engine speed, Ni, mainly due to an increase in the roll and wind resistances to the movement of the vehicle 10, it is determined whether or not the combustion engine speed, Ne / g, is greater than or equal to a second predetermined combustion engine speed, N2, in step S7. The second predetermined combustion engine speed, N2, is less than the first predetermined combustion engine speed, Ni. The second predetermined combustion engine speed, N2, is a rotational speed which is greater than a range of rotational speeds which allows the combustion engine 20 to resume (restart) its self-sustaining operation with fuel injection only. The rotational speeds of the range are greater than the idle speed of the combustion engine 20.
    If, in step S7, the combustion engine speed, Ne / g, is greater than or equal to the second predetermined combustion engine speed, N2, the algorithm proceeds to step S8 to perform a control of slip of the locking clutch 30C then in step S9. The slip control in step S8 is a control strategy for partially engaging the lock-up clutch 30C to cause it to slip.
    If, in step S7, the combustion engine speed, Ne / g, is lower than the second predetermined combustion engine speed, N2, the algorithm proceeds directly to step S9 without bringing the lock-up clutch 30C to slide.
    At time t2 in the combustion engine restart sequences shown in Figure 4, the task in step S6 is executed to perform the lock-up clutch engagement command of the lock-up clutch 30C in its decoupled state or disengaged in its coupled or engaged state because the speed ratio, e, is greater than or equal to the predetermined speed ratio, E, and the combustion engine speed, Ne / g, is greater than or equal to the first engine speed with predetermined combustion, Ni. During this command, a speed match between the output shaft speed, Np, and the input shaft speed, Nt, of the 30B torque converter starts.
    At time tl2 in the combustion engine restart sequences shown in Figure 5, the task in step S8 is performed to perform the lock slip control to cause the lock clutch 30C to slip because the ratio speed, e, is greater than or equal to the predetermined speed ratio, E, and the combustion engine speed, Ne / g, is less than the first predetermined combustion engine speed, Ni. During this command, the speed match between the output shaft speed, Np, and the input shaft speed, Nt, does not take place in the torque converter 30B.
    During the period from time tl2 to time tl3, the degree to which the lock-up clutch 30C slides is controlled to maintain the output shaft speed, Np, of the torque converter 30B beyond a certain speed level . This control is provided to remedy the problem that the combustion engine 20 is likely to fail to resume its self-sustaining operation with fuel injection alone in the case where the torque converter 30B is fully coupled.
    Referring again to Figure 2, in step S9, the ETCE 50 determines whether or not the conditions for restarting the combustion engine are met to determine whether a request for restarting the combustion engine exists or not. If, in step S9, the conditions for restarting the combustion engine are not satisfied, the algorithm returns to step S3. If, in step S9, the conditions for restarting a combustion engine are satisfied, the algorithm proceeds to step S10. In step S10, it is determined whether or not the accelerator pedal position, APP, is greater than or equal to the predetermined accelerator pedal position level, APP prd .
    If, in step S10, the accelerator pedal position, APP, is greater than or equal to the predetermined accelerator pedal position level, APPprd, the algorithm proceeds to step SU to disengage the clutch from locking 30C, that is to say release or interrupt the engagement of the locking clutch 3 0C.
    If, in step S10, the accelerator pedal position, APP, is lower than the predetermined accelerator pedal position level, APPprd, the algorithm proceeds to step S12 in which the lockup clutch 30C stays in the engaged state or the sliding state.
    ETLaterally, the algorithm proceeds to step S13 in which the engine torque generated by the ISG 40 is modified and the combustion engine 20 is restarted. In the next step S14, the normal lock control for the lock clutch 30C is performed. The normal lock command performed in step S14 is the same as the normal lock command performed in step S16.
    At time t3 in the combustion engine restart sequences of Figure 4 or at time tl3 in the combustion engine restart sequences of Figure 5, the depressing of the accelerator pedal 13 at or above from the predetermined accelerator pedal position level, APPprd, to satisfy the conditions for restarting the combustion engine for the combustion engine 20 (see step S9) leads to disengaging or slipping of the locking clutch 30C (see steps S10 and SU or steps S10 to S12), allowing the engine speed command of the ISG 40 to become low. This configuration protects the ISG 40 by preventing the ISG 40 from rotating at high speeds without load. Subsequently, at time t4 in the combustion engine restart sequences shown in Figure 4 or at time 114 in the combustion engine restart sequences shown in Figure 5, the combustion engine 20 can be restarted only by resuming the fuel injection, causing the vehicle speed to increase by an increase in engine torque.
    At time t23 in the combustion engine restart sequences of Figure 6, the conditions for restarting the combustion engine in the combustion engine 20 are satisfied as caused by a factor other than depressing the accelerator pedal 13. FIG. 6 shows the case in which the locking clutch 30C is held in the engaged or sliding state in response to the determination that the conditions for restarting the combustion engine are satisfied.
    As described, after starting the propulsion of a vehicle, which is vehicle 10 in this implementation, only by an electric machine, which is ISG 40 in this implementation, the control unit , which is the ECU 50 in the present implementation, performs a clutch torque control of the lock-up clutch 30C to satisfy a request for a clutch operating mode chosen from different requests for a operating mode of clutch according to an engine speed of the combustion engine 20 in the case where the rotation speed ratio, e, of an input rotation speed, Ny, of the torque converter 30B on an output rotation speed, Np , is greater than or equal to the predetermined ratio E. This clutch torque command includes: without limitation, the interlocking engagement command (see step S6 in Figure 2) which is launched to satisfy a request e clutch operating mode at time t2 in Figure 4; the lock release command (see step SU in FIG. 2) which is launched to satisfy another request for clutch operating mode at time t3 in FIG. 4; the lock slip control (see step S8 in Figure 2) which is initiated to satisfy yet another request for clutch operating mode at time tl2 in Figure 5; the lock release command (see step SU in Figure 2) which is launched to satisfy a request for an additional clutch operating mode at time tl3 in Figure 5; the lock engagement command (see step S6 in figure 2) or the lock slip command (see step S8 in figure 2) which is initiated to further satisfy a request for operating mode of additional clutch at time t22 in Figure 6; and maintaining the interlocking or sliding locking control (see step S12 in FIG. 2) even after the moment t23 in FIG. 6.
    This provides the clutch torque control of the lock-up clutch 30C to meet the demand for the clutch operating mode which is selected according to the combustion engine speed in the case where the rotational speed ratio, e, is greater than or equal to the predetermined rotational speed ratio, E, while vehicle 10 travels in EV mode in which only the ISG 40 propels vehicle 10. This is effective in reducing the loss of power transmission in the group powertrain at the 30B torque converter. In addition, the efficient transmission of engine torque from the ISG 40 to the crankshaft of the combustion engine can provide excellent starting ability of the combustion engine 20 in response to a restart request.
    This reduces the loss of power transmission in the powertrain at the torque converter 30B during propulsion of the vehicle 10 by the ISG 40 alone and can provide excellent starting ability of the combustion engine 20 in response to a demand for restart which begins switching to a combustion engine drive mode in which the combustion engine 20 propels the vehicle 10 alone or in cooperation with the ISG 40.
    In addition, in the present implementation, as can easily be seen from steps S5 and S6 in FIG. 2 and sequences after the moment t2 in FIG. 4, the clutch torque control carried out by the ECU 50 includes complete engagement of the locking clutch 30C in the case where the combustion engine speed, Ne / g, is greater than or equal to the first predetermined speed, Ni.
    In addition, in the present implementation, as can easily be seen from steps S5, S7 and S8 in FIG. 2 and sequences after the moment tl2 in FIG. 5, the clutch torque control carried out by l 'ECU 50 includes causing the lock-up clutch 30C to slip in the event that the combustion engine speed, Ne / g, is greater than or equal to the second predetermined speed, N2, which is less than the first predetermined speed, Ni, but not greater than or equal to the first predetermined speed, Ni.
    In addition, in the present implementation, as can easily be seen from steps S4 and S9 in Figure 2, the clutch torque control performed by the ECU 50 includes leaving the clutch locked 30C disengages if the combustion engine speed, Ne / g, is less than the second predetermined speed, N2.
    The clutch torque control described above facilitates switching from EV mode to combustion engine drive mode, in which the combustion engine 20 powers the vehicle 1, since the combustion engine speed is not reduced below the range of rotational speeds which allows the combustion engine 20 to resume (restart) its self-sustaining operation only with the injection of fuel by controllably adjusting the clutch torque of the locking clutch 30C.
    In addition, in the present implementation, as can easily be seen from steps S10 and SU, sequences after the moment t3 in FIG. 4 or sequences after the moment tl3 in FIG. 5, the torque control d clutch performed by the ECU 50 includes the selective modification of the clutch torque of the locking clutch 30C on the basis of the accelerator pedal position, APP, of the accelerator pedal 13 when launching switching from EV mode to combustion engine drive mode to allow the combustion engine 20 to start the operation of the combustion engine with its own power by resuming fuel injection.
    In addition, in the present implementation, as can easily be seen from steps S10 and S11 or steps S10 and S12 in FIG. 2, the clutch torque control carried out by the ECU 50 includes the disengaging of the locking clutch 30C in the case where the accelerator pedal position, APP, is greater than or equal to the predetermined accelerator pedal position, APPprd, and maintaining the engagement of the locking clutch 30C or the sliding of the locking clutch 30C in the case where the accelerator pedal position, APP, is less than the predetermined accelerator pedal position, APP prd .
    The aforementioned configuration ensures acceleration performance in the case where the combustion engine 20 is restarted when the accelerator pedal 13 is depressed because the clutch torque of the locking clutch 30C is modified so that the 30B torque converter can multiply the torque.
    In addition, power is transferred from the drive wheels 12 to the combustion engine 20 via the torque converter 30B to prevent or at least reduce a drop in the combustion engine speed in the event that an acceleration order is small, c that is to say, the quantity at which the accelerator pedal 13 is depressed is minute because the locking clutch 30C is engaged or the locking clutch 30C slides.
    Although the disclosure relates to, but is not limited to, the present implementation, it will be apparent to the person skilled in the art that modifications can be made without departing from the scope of the present invention. All of these modifications and their equivalents are intended to be covered by the following claims described in the scope of the claims.
    ... Vehicle, 13 ... Accelerator pedal, 20 ... Combustion engine (or drive source), 30 ... Transmission, 30B ... Torque converter, 30C ... Locking clutch , 40 ... Starter with integrated generator (ISG) (or electric machine, drive source), 50 ... Electronic control unit (ECU) (or control unit).
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    1. Powertrain control for a vehicle, comprising:
    a drive source, the drive source including a combustion engine (20) and an electric machine (40) coupled in drive to the combustion engine (20);
    a transmission (30), to which power is transferred from the drive source, the transmission including a torque converter (30B) with a lockup clutch (30C); and a control unit (50) in which, after starting the propulsion of a vehicle (10) only by the electric machine (20), the control unit performs a clutch torque control of the locking clutch (30C) to satisfy a request for a clutch operating mode chosen from different requests for a clutch operating mode according to a combustion engine speed of the combustion engine (20) in the case where the rotational speed ratio ( e) an input rotation speed (Ντ) of the torque converter (30B) on an output rotation speed (Np) of the torque converter (30B) is greater than or equal to the predetermined speed ratio (E) .
    [2" id="c-fr-0002]
    2. Powertrain control according to claim 1, wherein the clutch torque control includes the complete engagement of the lockup clutch (30C) in the event that the combustion engine speed (Ne / g) is greater than or equal to a first predetermined speed (Ni).
    [3" id="c-fr-0003]
    3. Powertrain control according to claim 2, wherein the clutch torque control includes causing the lockup clutch (30C) to slip in the event that the combustion engine speed (Ne / g ) is greater than or equal to a second predetermined speed (N 2 ) which is less than the first predetermined speed (Ni), but not greater than or equal to the first predetermined speed (Ni).
    [4" id="c-fr-0004]
    4. Powertrain control according to claim 3, wherein the clutch torque control includes leaving the lockup clutch (30C) disengaged in the event that the combustion engine speed (N E / g) is less than the second predetermined speed (N 2 ).
    [5" id="c-fr-0005]
    5. Powertrain control according to any of claims 1 to 4, wherein the clutch torque control includes selectively modifying the clutch torque of the lockup clutch (30C) based on the position accelerator pedal (APP) of the accelerator pedal (13) when initiating a switch from an EV mode, in which the vehicle (10) is propelled only by the electric machine (40), to a mode combustion engine drive, in which at least the combustion engine (20) propels the vehicle (10), to allow the combustion engine (20) to start the operation of the combustion engine with its own power by taking over fuel injection.
    [6" id="c-fr-0006]
    6. Powertrain control according to claim 5, wherein the clutch torque control includes disengaging the lockup clutch (30) in the event that the accelerator pedal position (APP) is greater than or equal to the predetermined accelerator pedal position (APPprd), and maintaining the engagement of the locking clutch (30C) or the sliding of the locking clutch (30C) in the case where the pedal position d accelerator (APP) is lower than the predetermined accelerator pedal position (APPprd).
    1/6
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    同族专利:
    公开号 | 公开日
    JP6919272B2|2021-08-18|
    JP2018167738A|2018-11-01|
    FR3064548B1|2022-02-25|
    DE102018204389A1|2018-10-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP5170569B2|2009-03-31|2013-03-27|アイシン・エィ・ダブリュ株式会社|Hybrid drive device|DE102018126881A1|2018-10-29|2020-04-30|Schaeffler Technologies AG & Co. KG|Method for a drive train and hybrid module in a drive train|
    CN110525422B|2019-08-07|2021-04-20|北京汽车股份有限公司|Method and device for auxiliary control of hybrid vehicle and hybrid vehicle|
    法律状态:
    2019-01-30| PLFP| Fee payment|Year of fee payment: 2 |
    2020-01-29| PLFP| Fee payment|Year of fee payment: 3 |
    2021-02-04| PLFP| Fee payment|Year of fee payment: 4 |
    2021-06-04| PLSC| Publication of the preliminary search report|Effective date: 20210604 |
    2022-02-23| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2017067565A|JP6919272B2|2017-03-30|2017-03-30|Vehicle control device|
    JP2017067565|2017-03-30|
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