JP2000110603A - Charge control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently charge a battery on a vehicle when the SOC of the battery is lowered. SOLUTION: An engine 1 is coupled through a torque converter T/C2 to a motor generator M/G3 coupled to an automatic transmission A/T4. If the SOC(state of charge) of a battery 41 is lowered, the output power of the engine 1 is increased so as to allow the motor generator M/G3 to serve as a generator for generating power. The rotational frequency and the torque of the engine 1, the slip rate of the torque converter T/C2, and the rotational frequency and the torque of the motor generator M/G3 are controlled by an ECU 100 in order to obtain a maximum power generation efficiency.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle charging control device, and more particularly to an improvement in charging efficiency.

[0002]

2. Description of the Related Art In recent years, different types of power sources, specifically, for the purpose of saving fuel for driving an engine, reducing noise due to engine rotation, and reducing exhaust gas generated by fuel combustion, have been developed. Vehicles equipped with an engine and a motor generator have been proposed.

[0003] For example, Japanese Patent Application Laid-Open No. 9-209790 discloses that an engine is connected to an input shaft of a transmission and a motor generator is connected. The engine and motor are controlled based on vehicle speed, accelerator opening, or battery charge. Techniques for controlling a generator are disclosed. Specifically, the torque of the engine is input to the motor generator so that the motor generator functions as a generator to charge the battery, and at the time of vehicle deceleration, regeneration is performed using the torque input to the motor generator from the wheels via the transmission. For example, braking is performed, or the motor generator is caused to function as a motor, and the torque is input to the transmission to perform torque assist.

[0004]

As described above, in a hybrid vehicle, for example, when the SOC (charge state) of a vehicle-mounted battery is reduced, the torque of the engine is supplied to the motor generator so that the motor generator functions as a generator. Although the on-board battery is charged by generating power, simply starting the engine to generate power requires, for example, a configuration in which the torque of the engine is supplied to the motor generator via the torque converter. Parts are consumed and the vehicle-mounted battery cannot be charged efficiently, or even if the lock-up clutch of the torque converter is engaged, the power generation efficiency is reduced depending on the output of the engine.

The present invention has been made in view of the above-mentioned problems of the prior art, and has as its object to control the engine, the torque converter, and the motor generator even when the on-board battery needs to be charged, and to achieve high efficiency. An object of the present invention is to provide a control device capable of charging a vehicle-mounted battery.

[0006]

According to a first aspect of the present invention, an engine torque is transmitted to a transmission via a torque converter, and a transmission is provided between the torque converter and the transmission. A charge control device for a vehicle to which a motor generator is connected, wherein when power is generated by supplying at least a part of the torque of the engine to the motor generator via the torque converter, the power generation efficiency is equal to or higher than a predetermined efficiency. And control means for controlling the torque of the engine, the engagement state of the lock-up clutch in the torque converter, and the torque of the motor generator.

Further, the second invention transmits the torque of the engine to the transmission via a torque converter,
A vehicle charge control device having a motor generator connected between the torque converter and the transmission, wherein at least a part of the engine torque is transmitted to the motor generator via the torque converter while the vehicle is stopped. When power is generated by supplying the clutch, a clutch control means for releasing the forward or reverse clutch of the transmission is provided.

According to a third aspect of the present invention, the torque of an engine is transmitted to a transmission via a torque converter.
A vehicle charge control device having a motor generator connected between the torque converter and the transmission, wherein at least a part of the engine torque is transmitted to the motor generator via the torque converter while the vehicle is stopped. In the case where there is a command to engage the forward or reverse clutch of the transmission during power supply and power generation, the forward or reverse clutch is engaged after power generation by the motor generator is completed.

According to a fourth aspect of the present invention, in the third aspect, at least a part of the torque of the engine is supplied to the motor generator via the torque converter while the vehicle is stopped, and the transmission is transmitted during power generation. Even if there is a forward or reverse clutch engagement command, when the accelerator-on signal is not detected, the power generation by the motor generator is continued and the forward or reverse clutch is maintained in a disengaged state. And

According to a fifth aspect of the present invention, there is provided a charge control system for a vehicle in which torque of an engine can be input to a transmission via a torque converter and a motor generator is connected to the torque converter having the engine and a lock-up clutch. An apparatus, when supplying at least a part of the torque of the engine to the motor generator via the torque converter while the vehicle is stopped to generate power,
When the forward or reverse clutch of the transmission is engaged, the lock-up clutch is disengaged and power is generated by the motor generator.

According to a sixth aspect of the present invention, there is provided a charge control system for a vehicle in which torque of an engine can be input to a transmission via a torque converter and a motor generator is connected to the torque converter having the engine and a lock-up clutch. An apparatus, when supplying at least a part of the torque of the engine to the motor generator via the torque converter to generate power, changing an amount of power generated by the motor generator according to a traveling state of the vehicle. Features.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

<First Embodiment> FIG. 1 is a block diagram showing the configuration of a hybrid vehicle according to the present embodiment. The output shaft of engine 1 is connected to torque converter T / C2 having a lock-up clutch, and the output shaft of torque converter T / C2 is connected to motor generator M / G3. And the motor generator M / G3
Is connected to the automatic transmission A / T4. A battery 41 is connected to the motor generator M / G3 via an inverter 40. The DC power from the battery 41 is converted into AC power by the inverter 40 and supplied to the motor generator M / G3. The regenerative power from the generator M / G3 is supplied to the battery 41. The operation of the inverter 40 is controlled by a control command from the controller 42. The controller 42 not only controls the inverter 40, but also detects the operating state of the inverter 40 and the SOC (charge state) of the battery 41 and supplies the detected state to the ECU 100. ECU 100
Is specifically constituted by a microcomputer, based on a vehicle speed signal, an accelerator opening signal, an SOC signal and the like, a slip ratio (including lock-up ON / OFF) of the torque converter T / C2 and an automatic transmission A / The gear ratio of T4 is controlled.

The basic operation of the engine 1 and the motor generator M / G3 in the present embodiment is the same as that of the prior art.
Function as a motor and motor generator M / G3
, The engine 1 is started during normal running, and the vehicle is driven by the engine output.
In addition to the above, the motor generator M / G3 functions as a motor and travels with both power sources. Further, at the time of vehicle deceleration or braking, motor generator M / G3 functions as a generator to regenerate electric power. Furthermore, battery 4
When the SOC of the engine 1 decreases, the ECU 100 increases the output of the engine 1, converts a part of the output into electric power by the motor generator M / G 3, and charges the battery 41.

FIG. 2 is a skeleton diagram showing a connection relationship between the torque converter T / C2, the motor generator M / G3, and the automatic transmission A / T4 in the present embodiment. Torque converter T / C2 and automatic transmission A /
An automatic transmission fluid (control oil) is sealed inside the T4 as hydraulic oil.
The torque converter T / C2 transmits the torque of the driving member to the driven member by fluid, and the pump impeller 7
Front cover 8 and turbine liner 9
And a lock-up clutch 11. The rotation of the pump impeller 7 is converted into fluid energy and transmitted to the turbine liner 9. The lock-up clutch 11 is for selectively engaging and disengaging the front cover 8 and the hub 10, and the lock-up clutch 11 is completely engaged when the lock-up clutch 11 is engaged. Status (lockup on)
And a state in which the lock-up clutch 11 slips.

The front cover 8 is connected to a crankshaft 12 of the engine 1, and a stator 13 is provided on an inner peripheral side of the pump impeller 7 and the turbine runner 9. This stator 13 is for increasing the torque transmitted from the pump impeller 7 to the turbine runner 9. An input shaft 14 is connected to the hub 10. Therefore, when torque is output from the crankshaft 12 of the engine 1, the torque is output to the torque converter 2.
Alternatively, the power is transmitted to the input shaft 14 via the lock-up clutch 11. Motor generator M / G3 is also connected to input shaft 14.

On the other hand, the automatic transmission (A / T) 4 includes a subtransmission unit 15 and a main transmission unit 16. The subtransmission unit 15 includes an overdrive planetary gear mechanism 17, and the input shaft 14 is connected to a carrier 18 of the planetary gear mechanism 17. A multi-plate clutch C0 and a one-way clutch F0 are provided between a carrier 18 and a sun gear 19 constituting the planetary gear mechanism 17. The one-way clutch F0 is adapted to be engaged when the sun gear 19 rotates forward relative to the carrier 18, that is, when the sun gear 19 rotates in the rotation direction of the input shaft 14. Further, a ring gear 20 which is an output element of the auxiliary transmission section 15 is connected to an intermediate shaft 21 which is an input element of the main transmission section 16. Further, a multiple disc brake B0 for selectively stopping the rotation of the sun gear 19 is provided.

Accordingly, the sub-transmission portion 15 is provided with the multi-plate clutch C
With the 0 or one-way clutch F0 engaged, the entire planetary gear mechanism 17 rotates integrally. For this reason,
The intermediate shaft 21 rotates at the same speed as that of the input shaft 14, and is in a low speed stage. In a state in which the rotation of the sun gear 19 is stopped by engaging the brake B0, the ring gear 20 is rotated forward with the speed increased with respect to the input shaft 14, and a high speed stage is established.

On the other hand, the main transmission section 16 is provided with three sets of planetary gear mechanisms 22, 23, and 24. The rotating elements constituting the three sets of planetary gear mechanisms 22, 23, and 24 are as follows. Are linked. That is, the first planetary gear mechanism 2
The second sun gear 25 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other, and the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, Carrier 31 of 3 planetary gear mechanism 24
And are connected. The output shaft 32 is connected to the carrier 31.
The output shaft 32 is connected to wheels via a torque transmission device (not shown). Further, a ring gear 33 of the second planetary gear mechanism 23 is connected to a sun gear 34 of the third planetary gear mechanism 24.

In the gear train of the main transmission section 16, one reverse gear and four forward gears can be set. A friction engagement device for setting such a gear, that is, a clutch and a brake, is provided as follows. That is, regarding the clutch, the first clutch C1 is provided between the ring gear 33 and the sun gear 34 and the intermediate shaft 21, and the second clutch C1 is provided between the sun gear 25 and the sun gear 26 and the intermediate shaft 21 that are connected to each other. A clutch C2 is provided. The first clutch C1 is engaged when moving forward, and the second clutch C2 is engaged when moving backward.

As for the brake, the first brake B1 is a band brake, and a sun gear 25 of the first planetary gear mechanism 22 and a sun gear 26 of the second planetary gear mechanism 23.
It is arranged to stop the rotation of. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 25 and 26 and the casing 35. First one-way clutch F
Numeral 1 is engaged when the sun gears 25 and 26 rotate in the reverse direction, that is, when they rotate in the direction opposite to the rotation direction of the input shaft 14.

A third brake B3, which is a multi-plate brake, is provided between the carrier 37 of the first planetary gear mechanism 22 and the casing 35. Then, the third planetary gear mechanism 24
Has a ring gear 38, and as a brake for stopping the rotation of the ring gear 38, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided.
The fourth brake B4 and the second one-way clutch F2 are arranged between the casing 35 and the ring gear 38 in parallel with each other. Note that the second one-way clutch F2 is configured to be engaged when the ring gear 38 is about to rotate in the reverse direction. Further, an input speed sensor 4A for detecting the input speed of the automatic transmission A / T4 and an output speed sensor 4B for detecting the speed of the output shaft 32 of the automatic transmission A / T4 are provided. In such a configuration, for example, when shifting up from the second speed to the third speed in the forward gear,
The third brake B3 is released, and the second brake B2 is engaged. Conversely, when downshifting from the third speed to the second speed, the second brake B2 is released and the third brake B3 is engaged.

In such a configuration, when the SOC of the battery 41 decreases, the ECU 100
Increases the output of the engine 1 and converts the torque of the engine to the motor generator M via the torque converter T / C2.
/ G3 to charge the in-vehicle battery 41. For example, if the torque converter T / C2 is locked up during charging, the torque from the engine 1 cannot be efficiently supplied to the motor generator M / G3. , Power generation efficiency is reduced. Even if the torque converter T / C2 is locked up, if the rotation speed and torque of the engine 1 and the power generation torque and rotation speed of the motor generator M / G3 are not optimized, the torque of the engine 1 is reduced. Cannot be used to generate electricity.

Therefore, in this embodiment, when the battery 41 needs to be charged, the ECU 100 optimizes the operating states of the engine 1, the torque converter T / C2, and the motor generator M / G3 to maximize the efficiency. Is controlled to generate electricity.

FIG. 3 shows a battery 4 according to this embodiment.
A processing flowchart of the ECU 100 during one charge is shown. First, the ECU 100 processes input signals from various sensors (for example, a shift lever position sensor, a vehicle speed sensor, an accelerator opening sensor, etc.) (S101), and determines whether or not the SOC of the battery 41 has dropped below a predetermined amount L%. (S102). This determination can be made based on the battery 41 detection signal from the controller 42.
Then, when the SOC of the battery 41 is lower than the predetermined amount L% and charging is necessary, it is next determined whether or not the shift lever is at the forward position or the reverse position (S103). When the shift lever is in the forward position or the reverse position, it is further determined whether or not the vehicle speed is 0 or substantially 0 (extremely low vehicle speed), that is, whether or not the vehicle is stopped (S104).

If YES in S104, that is, if the vehicle is stopped, charging is started. Prior to this, the ECU 100 determines whether or not the brake is on (S105). This determination is for confirming that the vehicle driver has the intention of braking, and when the brake is on, the automatic transmission A
Release control of the clutch in the automatic transmission A / T4.
Is set to a substantially neutral position. Specifically, when the shift lever is in the forward position, the C1 clutch in FIG. 2 is released, and when the shift lever is in the reverse position, the C2 clutch is controlled to be released. Thereby, even if the shift lever is in the forward position or the reverse position, the automatic transmission A / T4 is substantially in the neutral state, and the motor generator M
/ G3 at the time of power generation can be prevented from being transmitted to the wheels via the automatic transmission A / T4.

After releasing the clutch of the automatic transmission A / T4, the ECU 100 performs a predetermined hill hold control (S107). The hill hold control is, for example, to operate the ABS actuator to forcibly lock the wheels so that the vehicle does not move backward when the vehicle is stopped on an uphill. In this embodiment, since the clutch of the automatic transmission A / T4 is released even if the shift lever is in the drive position in S106, the vehicle may move on a slope road. Required. In addition, since it is confirmed that the vehicle driver is performing the brake operation in S105, it is possible to prevent the vehicle from moving without the hill hold control. Since it is assumed that the brake is operated on the assumption that the vehicle is in the driving position, it is preferable to stop the vehicle even on a slope by such hill hold control.

The clutch of the automatic transmission A / T4 is released,
After performing a process for surely stopping the vehicle, the ECU 1
00 is the engine 1, torque converter T / C2, and motor generator M / G3 necessary for generating power at the highest efficiency.
Is calculated (S108). The calculation of the highest efficiency operating point will be described later in detail.

On the other hand, if NO in S104, that is, if the vehicle is running, the maximum efficiency operating point in this state is calculated without performing the clutch release control or the hill hold control (S109). The calculation of the highest efficiency operating point will be described later in detail.

After calculating the operating point at which the highest efficiency is obtained in S108 or S109, the ECU 100 performs lock-up control (slip ratio control) of the torque converter T / C2 at this operating point (S110). The rotation speed and torque of are controlled (S111). Then, the motor generator M / G3 functions as a generator to control the number of rotations and the torque to charge the battery (S112).

FIG. 4 shows a detailed flowchart of the highest efficiency operating point calculation I in S108. First,
The ECU 100 processes the input signal from the sensor (S2
01), motor torque T of motor generator M / G3
M is stored as a two-dimensional map parameter of the motor speed NM and the motor efficiency ηM (S202).

FIG. 5 shows the motor efficiency ηM when the horizontal axis represents the motor speed NM and the vertical axis represents the motor torque TM. As the rotational speed NM and the torque TM increase, the motor efficiency ηM increases, and reaches a maximum in a certain range of the rotational speed NM and the torque TM.

Next, the ECU 100 calculates the engine torque T
E is stored as a two-dimensional map parameter of the engine speed NE and the engine efficiency ηE (S203).

FIG. 6 shows the engine efficiency η when the horizontal axis represents the engine speed NE and the vertical axis represents the engine torque TE.
E is shown. As the rotational speed NE and the torque TE increase, the efficiency ηE increases and reaches a maximum in a certain range. When the rotational speed NE and the torque TE further increase, the efficiency ηE decreases.

After storing the two-dimensional map of the motor torque TM and the engine torque TE, the highest efficiency point is determined based on the stored two-dimensional map (S204). Specifically, the torque converter T / C2 searches for the highest point of ηE × ηM on the premise of lock-up because the power-up efficiency is highest in the lock-up ON state. However, to turn on lockup,

## EQU1 ## TM + ΔTE = TE (1)

Since NM = NE (2), the engine speed NE, the engine torque TE, the motor speed NM, and the motor torque TM that maximize ηE × ηM under these conditions are two-dimensional. Find from the map. Note that ΔTE is a torque required for the engine 1 itself to run idling. Since the equations (1) and (2) need to be satisfied, the maximum operating point obtained (motor torque, motor speed, engine torque, engine speed)
Are different from the motor torque TM 'which provides the highest efficiency in the two-dimensional map of motor efficiency, the motor speed NM', the engine torque TE 'which obtains the highest efficiency in the two-dimensional map of engine efficiency, and the engine speed NE'. Please be careful.

On the other hand, FIG. 7 shows a detailed flowchart of the highest efficiency operating point calculation II in S109.
The difference from the highest efficiency operating point calculation I in S108 is that
Since the motor generator M / G3 is connected to the wheels via the transmission A / T4 and is traveling (the shift lever is in the forward / reverse position and the vehicle speed is not 0), the rotation speed of the motor generator M / G3 can be set freely. This is a point that cannot be controlled.

Referring to the figure, the ECU 100 processes an input signal from the sensor (S301), and then determines whether or not the lockup of the torque converter T / C2 can be forced, in other words, the lockup is turned off in order not to reduce drivability. It is determined whether or not the vehicle is in a running condition (for example, lockup is turned off in order to reduce a shift shock during shifting) (S302). If the lock-up off is not forced, then the running load TLOAD
Is calculated based on the vehicle speed and the throttle opening (S303),
Motor torque TM is expressed as motor speed NM and motor efficiency ηM
(S30)
4). This process is the same as S202 described above,
Since motor generator M / G3 is connected to the wheels via automatic transmission A / T4, NM = No × i (No
Is the output rotation speed of the automatic transmission, and i is the gear ratio).

Next, the torque ratio tc of the torque converter T / C2 is stored in a map of the speed ratio e and the converter efficiency ηt (S305). FIG. 8 shows a torque ratio tc when the speed ratio e is plotted on the horizontal axis and the converter efficiency ηt is plotted on the vertical axis. Note that the speed ratio e = NM / NE. Here, the change of the efficiency ηt when the speed ratio e is changed is also stored.

Then, the ECU 100 stores the engine torque TE as a two-dimensional map parameter of the engine speed NE and the engine efficiency ηE (S306).
This processing is the same as the processing of S203 described above.

After storing the motor torque TM, the converter torque ratio tc, and the engine torque TE, the ECU 100
Determines the highest efficiency point using these (S307).
In particular,

## EQU3 ## Since the efficiency η = (traveling energy + charging energy) / engine output (3) is the largest,

Efficiency η = (TLOAD × No + TM × NM × ηM) / (TE × NE / ηE) = (TLOAD × No + TM × NM × ηM) × ηE / (TE × NE) = (TLOAD × No + TM × NM × ηM) × ηE × t × e / (TLOAD / i + TM) × No × i = (TLOAD × No + TM × NM × ηM) × ηE × ηc / (TLOA D / i + TM) × No × i (where ηc = t × e) TM and ηc (lock-up slip ratio) that maximize (4) may be determined. Note that TLOAD, N
o, NM, and i are not selectable amounts, but are amounts determined from vehicle running conditions. Also, the torque relational expression

(5) TE × t = (TLOAD / i + TM) (5) From the above, if the TM is determined, the TE is also determined, and eventually, the TM, ηc, and TE required for generating power at the maximum efficiency are determined. Will be.

On the other hand, if YES in S302, that is, if lock-up is forced, the highest efficiency point is determined as follows. That is, first, the running load TLOAD is calculated from the vehicle speed and the throttle opening (S308), and the motor torque TM is stored as a two-dimensional map parameter of the motor speed NM and the motor efficiency ηM (S309).
Then, the torque ratio tc of the torque converter T / C2 is stored as a two-dimensional map parameter of the speed ratio e and the converter efficiency ηt (S310). Here, the speed ratio e = NM
/ NE. Further, similarly to S306, the engine torque TE is calculated by dividing the engine speed NE and the engine efficiency ηE by two.
It is stored as a dimension map parameter (S311).

Then, the highest efficiency point is determined based on these. Since the lock-up clutch of the torque converter T / C2 can only be controlled to be turned off, the efficiency is maximized under the condition that the lock-up slip ratio is constant. TM
Is determined, and the TE at that time is determined using the equation (5) (S312).

As described above, in the present embodiment, the conditions for generating power at the highest efficiency are calculated to control the engine 1, the torque converter T / C2, and the motor generator M / G3. That is, charging can be performed in a short time. Further, at the time of charging, the clutch of the transmission is released to control the transmission to a substantially neutral state, so that efficient charging is possible.

<Second Embodiment> In the above-described first embodiment, the clutches (C1 and C2 clutches) of the automatic transmission A / T4 even when the shift lever is in the drive position.
, The power generation efficiency, that is, the charging efficiency, is improved. However, such control is unnecessary when the shift lever is in the neutral position. However, when the driver sets the shift lever to the drive position during stop charging, the torque of the engine 1 is transmitted to the wheels via the transmission A / T4 because the clutch in the transmission is engaged. It is necessary to perform clutch control according to the driver's intention. That is, if the clutch of the transmission is immediately engaged during the stop charging, the generated torque is transmitted to the wheels via the transmission, so that the driver feels a slight shock, which is not preferable. In the present embodiment, a process in the case where the driver sets the shift lever to the drive position during stop charging as described above will be described.

FIG. 9 shows a processing flowchart of this embodiment. First, the ECU 100 processes an input signal from the sensor (S401), and determines whether or not the battery 41 is being charged (S402). If the battery 41 is being charged, it is next determined whether or not the vehicle speed is substantially zero (S403). Then, when it is determined that the charging is in the stopped state, it is next determined whether or not the shift position has been changed from the neutral N to the drive positions D and R (S404). When the shift lever is set to the drive position during the stop charging, it is further determined whether or not the driver has turned on the accelerator (S405).
When the vehicle driver turns on the accelerator, it means that the driver has the intention to run the vehicle (for example, when the vehicle is charged at the intersection at a stoplight due to a red traffic light and the traffic light changes to blue, etc.). The ECU 100 immediately stops the charging control (S406), and sets the clutch C of the automatic transmission A / T4.
1 (or C2) is engaged (S407). If the hill hold control is being performed, the control is also released (S408), and the vehicle can run.

On the other hand, if NO in S405, that is, if the accelerator is not operated despite setting the shift lever to the drive position, the clutch C1 (or C2) of the transmission A / T4 is engaged. Charge control is continued (S409) and the clutch C1 (or C
2) is maintained in an open state (S410). When the hill hold control is being performed, the clutch C1 (or C2) is maintained in the disengaged state, so that this control is continued to prevent the vehicle from moving (S411).

As described above, in this embodiment, even if the driver sets the shift lever to the drive position during stop charging,
Unless the accelerator operation is performed to indicate the intention of running the vehicle, the clutch of the automatic transmission A / T4 is maintained in the disengaged state and the charging state is continued, so that the battery 41 can be efficiently charged and is unnecessary. It can also prevent serious shock.

<Third Embodiment> FIG. 10 is a block diagram showing the configuration of a hybrid vehicle according to the third embodiment. The difference from the configuration block diagram shown in FIG. 1 is that the arrangement positions of torque converter T / C2 and motor generator M / G3 are reversed, that is, the output shaft of engine 1 is connected to motor generator M / G3,
The output shaft of / G3 is connected to the automatic transmission A / T4 via the torque converter T / C2.

In such a configuration, when the SOC of the battery 41 is lowered and the charging of the battery 41 becomes necessary during a stop, if the torque converter T / C2 remains locked up, a part of the generated torque Is transmitted to the wheels, thereby lowering the power generation efficiency. Therefore, in the present embodiment, a description will be given of a control for charging the battery 41 by efficiently generating the motor generator M / G3 even in the hybrid vehicle having the configuration shown in FIG.

FIG. 11 shows a processing flowchart in this embodiment. First, the ECU 100 receives and processes a signal from a sensor (S501), and determines whether or not the SOC of the battery 41 is lower than a predetermined amount Low% and charging is required (S502). If it is determined that the battery 41 needs to be charged, it is checked whether the shift lever is in the forward position or the reverse position (S503). If the shift lever is in the forward / reverse position, it is further determined whether the vehicle speed V is equal to or lower than the lower limit value Vmin (S504). This determination is a process for confirming whether or not the vehicle is substantially stopped. When the vehicle is substantially stopped, the engine 1 is unnecessarily rotated so that noise or the like is not generated. The minimum charge amount is set (S505). The minimum charge amount means an amount that does not lower the SOC of the battery 41 below the current level and does not hinder running. And the torque converter T
The lock-up clutch of / C2 is turned off to prepare for charging (S506).

On the other hand, if NO in S504, that is, if the vehicle is traveling rather than stopped, a limited charge amount is set according to the vehicle speed (S507). If NO in S503, that is, if the shift lever is not in the forward / reverse position, the required charge amount is set to the maximum value (S50).
8). In this case, it is preferable to calculate the torque and the rotation speed at which the maximum efficiency is obtained as in the first embodiment.

After setting the charge amount of the battery 41 according to the running state as described above, the motor generator M /
Charging is performed by making G3 function as a generator (S5).
09).

FIG. 12 shows the set amount of charge when the shift lever is in the forward / reverse position. In the figure, the horizontal axis is the vehicle speed, and the vertical axis is the charged amount. If the vehicle can be regarded as stopped or substantially stopped at an extremely low vehicle speed, the charge amount is suppressed to the minimum required charge amount. Then, as the vehicle speed increases, the charge amount according to the vehicle speed, specifically, the charge amount increases linearly with respect to the vehicle speed as shown in the figure. I do. If the vehicle speed is above a certain value,
This is the same as the process in S507, that is, the process of charging with the maximum required charge amount.

As described above, in the present embodiment, when charging is required while the vehicle is stopped, the lockup of the torque converter T / C2 is turned off, so that charging efficiency can be increased, and vehicle running can be improved. If it is in the middle, the charge amount is changed according to the running state (specifically, the vehicle speed), so that the battery 41 can be efficiently driven without lowering drivability.
Can be charged.

[0055]

According to the present invention, the battery can be efficiently charged even when the battery needs to be charged in the vehicle.

[Brief description of the drawings]

FIG. 1 is a configuration block diagram of an embodiment of the present invention.

FIG. 2 is a skeleton diagram of the torque converter and the automatic transmission according to the embodiment of the present invention.

FIG. 3 is a processing flowchart according to the first embodiment of the present invention.

FIG. 4 is a processing flowchart of a highest efficiency operating point calculation I in FIG. 3;

FIG. 5 is a graph showing the relationship between motor speed, motor torque and efficiency.

FIG. 6 is a graph showing the relationship between engine speed, engine torque and efficiency.

FIG. 7 is a processing flowchart of a highest efficiency operating point calculation II in FIG. 3;

FIG. 8 is a graph showing the relationship between speed ratio and efficiency in the present invention.

FIG. 9 is a processing flowchart according to a second embodiment of the present invention.

FIG. 10 is a configuration block diagram of a third embodiment of the present invention.

FIG. 11 is a processing flowchart according to a third embodiment of the present invention.

FIG. 12 is a graph showing a relationship between a vehicle speed and a charge amount according to a third embodiment of the present invention.

[Explanation of symbols]

1 engine, 2 torque converter T / C, 3 motor generator M / G, 4 automatic transmission A / T, 40
Inverter, 41 battery, 42 controller, 1
00 ECU (electronic control unit).

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Ryuji Ibaraki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G093 AA05 AA07 DA06 DB06 DB10 EB01 EB08 EB09 FA06 FA12 FB05 5H115 PA11 PG04 PI16 PI29 PO17 PU08 PU23 PU25 PV09 QE04 QH08 QI04 QN02 RB08 RE03 SE04 SE05 SE06 SE08 TB01 TE03 TI01 TO21 TO30

Claims (6)

[Claims] 1. A charging control apparatus for a vehicle, wherein torque of an engine is transmitted to a transmission via a torque converter, and a motor generator is connected between the torque converter and the transmission. When power is generated by supplying at least a part of the torque to the motor generator via the torque converter, the torque of the engine and the lock-up clutch in the torque converter are adjusted so that the power generation efficiency is equal to or higher than a predetermined efficiency. A charge control device for a vehicle, comprising control means for controlling an engagement state and a torque of the motor generator. 2. A charge control device for a vehicle, wherein torque of an engine is transmitted to a transmission via a torque converter, and a motor generator is connected between the torque converter and the transmission. When generating power by supplying at least a part of the torque of the engine to the motor generator via the torque converter during the power generation, a clutch control unit that releases a forward or reverse clutch of the transmission is provided. Vehicle charging control device. 3. A charge control device for a vehicle, wherein torque of an engine is transmitted to a transmission via a torque converter, and a motor generator is connected between the torque converter and the transmission. During the power generation, at least a part of the torque of the engine is supplied to the motor generator via the torque converter. The vehicle charge control device is characterized in that the forward or reverse clutch is engaged after completion of the control. 4. The transmission according to claim 3, wherein at least a part of the torque of the engine is supplied to the motor generator via the torque converter while the vehicle is stopped, and the transmission is moved forward or backward during power generation. Even when a clutch engagement command is issued, when the accelerator-on signal is not detected, the power generation by the motor generator is continued, and the forward or reverse clutch is maintained in a disengaged state. Charge control device. 5. A charge control device for a vehicle, wherein torque of an engine can be input to a transmission via a torque converter, and a motor generator is connected to the engine and a torque converter having a lock-up clutch. When the engine is stopped and the at least a part of the torque of the engine is supplied to the motor generator via the torque converter to generate power, the forward lock or the reverse clutch of the transmission is engaged when the lock is engaged. A charge control device for a vehicle, wherein an electric power is generated by the motor generator with an up clutch disengaged. 6. A charging control apparatus for a vehicle, wherein an engine torque can be input to a transmission via a torque converter, and a motor generator is connected to the engine and a torque converter having a lock-up clutch. Charging the vehicle, wherein, when supplying at least a part of the engine torque to the motor generator via the torque converter to generate power, the amount of power generated by the motor generator is changed according to the running state of the vehicle. Control device.