JP2000145946A - Driving system control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To transmit the driving force of a motor generator to wheels with high efficiency at the time of starting so as to improve the starting performance by controlling a lockup clutch to be in the engagement or half-engagement state in the case where at the time of starting, a motor generator is taken as a driving force source. SOLUTION: A motor generator 3 is disposed between an engine 1 and a torque converter 2 in one transmission path of torque output from the engine 1, and a torque converter 2 is connected to the input side of a geared transmission mechanism 4. In such a hybrid vehicle, it is determined from a map whether the engine operating condition is in a region of driving by the motor generator 3 or not, and if YES, it is determined whether a shift selector 4 is put in the advancing position or not. In the case of affirmative determination, the vehicle is decided to be in the starting condition, and when the car velocity and accelerator opening degree are respectively determined value or less, the control of putting the lockup clutch 11 in the engagement or half-engagement state is executed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid coupling having a lock-up clutch between a driving power source and a driving wheel, the driving power source being provided with a switchable engine and a motor / generator operated by fuel combustion. The present invention relates to a drive system control device that controls a combination of a driving force source and a state of a lock-up clutch of a vehicle provided with a transmission having the transmission.

[0002]

2. Description of the Related Art In a vehicle equipped with an engine,
The fuel is burned inside the engine to generate heat energy, and the heat energy is converted into mechanical energy (power) to drive the vehicle. The engine has a good combustion efficiency, and the operating range in which a high torque is obtained is limited to a relatively narrow range of rotation speed. Therefore, in a vehicle using an engine as a power source, an engine speed and an engine torque are changed according to running conditions by a transmission and transmitted to wheels.

By the way, in recent years, with the aim of saving fuel for driving the engine, reducing noise due to rotation of the engine, and reducing exhaust gas generated by fuel combustion,
So-called hybrid vehicles equipped with different types of driving power sources, especially motor generators, have been proposed. In these hybrid vehicles as well, a transmission is provided between the driving force source and the driving wheels, and a transmission having a fluid coupling with a lock-up clutch is often used as this transmission as in a normal vehicle. Proposed. For example,
There is one described in JP-A-8-168104.

A hybrid vehicle equipped with a transmission with a lock-up clutch as described above has two types of driving force sources,
That is, the engine and the motor / generator have two types of torque transmission methods, namely, a direct connection transmission in which the lock-up clutch is engaged, and a non-direct connection transmission in which the lock-up clutch is released. Then, in the case of non-direct connection transmission in which the lock-up clutch is released, relative sliding of the rotating member at the fluid coupling occurs. Relative slip at the fluid coupling may also be undesirable as it also leads to loss of energy transfer.

[0005]

SUMMARY OF THE INVENTION In view of the above-mentioned problems, the present invention provides a switchable driving force source between an engine operated by fuel combustion and a motor generator, and locks between the driving force source and the driving wheels. An object of the present invention is to optimally control engagement and disengagement of a lock-up clutch of a vehicle provided with a transmission having a fluid coupling with an up-clutch. One is that the motor-generator does not generate torque fluctuations unlike the engine, so the lock-up clutch is engaged or half-engaged when using the motor-generator as the starting drive power source, and the highest possible torque is achieved. It is to communicate. The other is to take advantage of having an engine in addition to the motor generator, and to release the lock-up clutch and switch the driving power source to the engine when the motor generator loses control. It is.

[0006]

According to the first aspect of the present invention, an engine operated by fuel combustion and a motor generator are provided as switchable driving power sources, and a driving power source and a driving wheel are provided between the driving power source and the driving wheels. A drive system control device for controlling a drive power source type of a vehicle provided with a transmission having a fluid coupling with a lock-up clutch and an engagement or disengagement state of the lock-up clutch, wherein the motor When the generator is used as the driving force source, a control device for controlling the lock-up clutch to be in the engaged or semi-engaged state is provided. In the drive system control device configured as described above, when the motor generator is used as the driving force source when the vehicle starts moving, the lock-up clutch is engaged or half-engaged.

According to the second aspect of the present invention, a fluid coupling with a lock-up clutch is provided between the driving power source and the driving wheels, as a switchable driving power source including an engine and a motor / generator operated by fuel combustion. A drive system control device that controls the engagement or disengagement of a lock-up clutch and a driving force source of a vehicle provided with a transmission having a transmission, wherein when the motor generator is not controllable, A control device is provided that prohibits use and releases the lock-up clutch to switch the driving power source to the engine. In the drive system control device configured as described above, when the motor generator cannot be controlled, use of the motor generator is prohibited, the lock-up clutch is released, and the drive power source is switched to the engine.

[0008]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied. As the engine 1 which is a power source of the vehicle, an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or a gas turbine engine is used. The engine 1 according to this embodiment has a known structure including a fuel injection device, an intake / exhaust device, an ignition device, and the like.

Further, an electronic throttle valve 1B is provided in an intake pipe of the engine 1, and the opening of the electronic throttle valve 1B is electrically controlled. A motor generator 3 is arranged between the engine 1 and the torque converter 2 on one transmission path of the torque output from the engine 1, and the torque converter 2 is connected to an input side of the gear transmission mechanism 4. , A motor / generator 3, a torque converter 2, and a gear transmission mechanism 4 are arranged in series. In addition, Engine 1
In the other transmission path of the torque output from the motor, another motor / generator 6 is arranged via a drive device 5 such as a chain or a sprocket. As the motor generators 3 and 6, for example, an AC synchronous type is applied.

First, the configuration of one of the torque transmission paths will be specifically described. FIG. 3 is a skeleton diagram showing a configuration of the torque converter 2 and the gear transmission mechanism 4. An automatic transmission fluid is sealed as working oil inside a casing containing the torque converter 2 and the gear transmission mechanism 4.

The torque converter 2 transmits the torque of the driving member to the driven member by fluid. The torque converter 2 has a front cover 8 integrated with a pump impeller 7, a hub 10 integrally mounted with a turbine runner 9, and a lock-up clutch 11. Then, the torque of the pump impeller 7 is transmitted to the turbine runner 9 via the fluid. The lock-up clutch 11 is for selectively engaging and releasing the front cover 8 and the hub 10. Note that it is also possible to perform slip control in which the lock-up clutch 11 slides at a predetermined engagement pressure.

The front cover 8 is connected to the crankshaft 12 of the engine 1. This front cover 8
The output torque of the motor / generator 3 can be input to the, and the output torque of the engine 1 can be input to a rotating shaft (not shown) of the motor / generator 3. A stator 13 is provided on the 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. Further, the input shaft 14 of the gear transmission 4 is connected to the hub 10. Therefore, the output torque from the crankshaft 12 of the engine 1 is transmitted to the input shaft 14 of the gear transmission 4 via the torque converter 2 or the lock-up clutch 11. Further, control for inputting the torque of the engine 1 to the motor / generator 3 and control for transmitting the torque of the motor / generator 3 to the crankshaft 12 can be performed.

The gear transmission mechanism 4 includes an auxiliary transmission section 15 and a main transmission section 16. The auxiliary transmission unit 15
An overdrive planetary gear mechanism 17 is provided, and an 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 the carrier 18 and the sun gear 19 constituting the planetary gear mechanism 17. The one-way clutch F0 is 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. The ring gear 20, which is an output element of the sub transmission unit 15, is
Is connected to the intermediate shaft 21 which is an input element of. Also,
Multiple disc brake B0 for selectively stopping rotation of sun gear 19
Is provided.

Therefore, in the subtransmission portion 15, the entire planetary gear mechanism 17 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 being engaged. For this reason, the intermediate shaft 21 rotates at the same speed as the input shaft 14 and is in the low speed stage. Also, the brake B0 is engaged to
Is stopped, the ring gear 20 is rotated by the input shaft 14.
The rotation speed is increased with respect to the normal rotation, 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, and the rotating elements constituting the three sets of planetary gear mechanisms 22, 23 and 24 are connected as follows. Have been. That is, the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other. Also, the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, and the carrier 31 of the third planetary gear mechanism 24
And are connected. Further, the output shaft 3 is attached to the carrier 31.
2 are connected. This output shaft 32 is connected to wheels 32A via a torque transmission device (not shown). Furthermore, the ring gear 33 of the second planetary gear mechanism 23 is
The third planetary gear mechanism 24 is connected to a sun gear 34.

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 shift speed, that is, a clutch and a brake, is provided as follows. First, the clutch will be described. The ring gear 33 and the sun gear 34, the intermediate shaft 21
And a first clutch C1 is provided therebetween. Further, a second clutch C2 is provided between the sun gear 25 and the sun gear 26 connected to each other and the intermediate shaft 21.

Next, the brake will be described. The first brake B1 is a hand brake, and is arranged so as to stop the rotation of the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23. I have. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between the sun gears 25 and 26 and the casing 35. The first one-way clutch F1 is adapted to be 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.

The carrier 3 of the first planetary gear mechanism 22
7 and the casing 35, a third disc, which is a multi-disc brake,
A brake B3 is provided. The third planetary gear mechanism 24 includes a ring gear 38, and the ring gear 38
As a brake for stopping the rotation of the brake, 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. 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 (turbine speed sensor) 4A for detecting the input speed of the gear transmission mechanism 4, an output speed sensor (vehicle speed sensor) 4B for detecting the speed of the output shaft 32 of the gear transmission mechanism 4, and Is provided.

In the gear transmission mechanism 4 configured as described above, the frictional engagement devices such as the clutches and brakes are engaged and disengaged as shown in the operation engagement table of FIG. It is possible to set a shift speed of one speed / reverse. In FIG. 4, the mark ○ indicates that the friction engagement device is engaged, the mark ◎ indicates that the friction engagement device is engaged during engine braking, and the mark △ indicates that the friction engagement device is engaged. It can be either release, in other words, that the engagement of the friction engagement device has nothing to do with the transmission of torque, and a blank indicates that the friction engagement device is released.

Further, in this embodiment, it is possible to set various shift lever positions as shown in FIG. 5 by manually operating the shift lever 4C.
That is, P (parking) position, R (reverse) position, N (neutral) position, D
Each position of (drive) position, 4 position, 3 position, 2 position and L (low) position can be set. Here, D position, 4
Position 3, position 2, position 2 and position L are forward positions. And D position, 4
In the state where the position is set to three positions, two positions, the gear can be shifted between a plurality of shift speeds. On the other hand, when the L position or the R position, which is the reverse position, is set, the gear is fixed to a single shift speed.

The hydraulic control device 39 shown in FIG. 2 controls the setting or switching of the gear stage in the gear transmission mechanism 4, the engagement / release of the lock-up clutch 11, the slip control, and the control of the line pressure of the hydraulic circuit. The control of the engagement pressure of the friction engagement device is performed. The hydraulic control device 39 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for performing a shift of the gear transmission mechanism 4 and a second shift solenoid valve for controlling an engine brake state. And a four-solenoid valve S4.

Further, the hydraulic control device 39 includes a linear solenoid valve SL for controlling the line pressure of the hydraulic circuit.
T and a linear solenoid valve S for controlling the accumulator back pressure at the time of shifting of the gear transmission mechanism 4
LN and a linear solenoid valve S for controlling the engagement pressure of the lock-up clutch 11 and a predetermined friction engagement device.
LU.

FIG. 6 is a block diagram showing a control system of motor generators 3 and 6. The motor generator 3 is connected to the input shaft 14, and has a regenerative function of converting mechanical energy into electric energy and a function of converting electric energy into mechanical energy. In other words, the motor generator 3 can function as a generator or a motor.

That is, the motor generator 3 is configured to generate electric power by the torque input from the crankshaft 12 and charge the battery 41 with the electric energy via the inverter 40.
Further, the torque output from the motor / generator 3 can be transmitted to the crankshaft 12 to assist the torque output from the engine 1. Furthermore, a controller 42 is connected to the inverter 40 and the battery 41. The controller 42 has a function of detecting a current value supplied from the battery 41 to the motor generator 3 and a current value generated by the motor generator 3. The controller 42 has a function of controlling the rotation speed of the motor generator 3 and a state of charge (SOC) of the battery 41.
rge), and a function of detecting a failure state or temperature of the motor generator 3.

Next, the operation of the motor generator 6 will be described. The drive device 5 includes a speed reducer 43, and the speed reducer 43 is connected to the engine 1 and the motor generator 6. The reduction gear 43 includes a ring gear 44 and a sun gear 45 arranged concentrically, and a plurality of pinion gears 46 meshed with the ring gear 44 and the sun gear 45. The plurality of pinion gears 46 are held by a carrier 47, and a rotating shaft 48 is connected to the carrier 47. A rotary shaft 49 is provided concentrically with the crankshaft 12 of the engine 1, and a clutch 50 for connecting / disconnecting the rotary shaft 12 and the crankshaft 12 is provided. And
A chain 51 for transmitting torque between the rotating shaft 49 and the rotating shaft 48 is provided. In addition, an auxiliary device 48B such as an air compressor is connected to the rotating shaft 48 via a chain 48A.

The motor / generator 6 has a rotating shaft 5
2 and the sun gear 45 is attached to the rotating shaft 52. Further, a brake 53 for stopping the rotation of the ring gear 44 is provided in the housing 53 of the driving device 5. Further, a one-way clutch 54 is arranged around the rotation shaft 52, and an inner ring of the one-way clutch 54 is connected to the rotation shaft 52, and an outer ring of the one-way clutch 54 is connected to the ring gear 44. The transmission or reduction of the torque between the engine 1 and the motor / generator 6 is performed by the speed reducer 43 having the above configuration. And
The one-way clutch 54 is configured to be engaged when torque output from the engine 1 is transmitted to the motor generator 6.

The motor generator 6 has a regenerative function of converting mechanical energy into electric energy and a power running function of converting electric energy into mechanical energy.
In other words, the motor generator 6 can function as a generator or a motor. Specifically, a function as a starter for starting the engine 1 and
It has both a function as a generator (alternator) and a function to drive the accessory 48B when the engine 1 is stopped.

When the motor generator 6 functions as a starter, the clutch 50 and the brake 53 are engaged and the one-way clutch 54 is released.
When the motor generator 6 functions as an alternator, the clutch 50 and the one-way clutch 5
4 is engaged, and the brake 53 is released. Further, when the auxiliary machine 48B is driven by the motor generator 6, the brake 53 is engaged, and the clutch 50 and the one-way clutch 54 are released.

That is, the torque output from the engine 1 is input to the motor generator 6 to generate electric power, and the electric energy can be charged to the battery 56 via the inverter 55. Further, the torque output from motor generator 6 can be transmitted to engine 1 or accessory 48B. Further, a controller 57 is provided in the inverter 55 and the battery 56.
Is connected. The controller 57 controls a current value supplied from the battery 56 to the motor generator 6,
Alternatively, it has a function of detecting or controlling a current value generated by the motor generator 6. The controller 57 has a function of controlling the rotation speed of the motor generator 6 and a state of charge (SOC: state) of the battery 56.
of charge) is detected and controlled. An electric oil pump 91 is connected via a clutch 90 to a rotating shaft 52A of the motor generator 6 opposite to the rotating shaft 52. This is because when the vehicle runs on the motor generator 3 without operating the engine 1, the oil pump (not shown) in the gear transmission mechanism 4 does not operate, and the hydraulic pressure for operating each element in the gear transmission mechanism 4. This is because there is no supply source.

FIG. 7 is a block diagram showing a control circuit of the system shown in FIG. 2 and FIG. The electronic control unit (ECU) 58 includes a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface.

The electronic control unit 58 includes signals from the MG controllers 42 and 57 including a signal from the turbine speed sensor 4A of the torque converter 2, a signal from the vehicle speed sensor 4B, and a signal indicating the state of charge of the batteries 41 and 56. ,
A signal from an engine speed sensor 59, a signal from an engine coolant temperature sensor 60, a signal from an ignition switch 61, a signal from a crank position sensor 62 for detecting the rotational position of the crankshaft 12, an oil temperature sensor for detecting the temperature of an automatic transmission fluid. 63, a signal of a shift position sensor 64 for detecting the operation position of the shift lever 4C, a signal of a side brake switch 65 for detecting the driver's intention to stop, a foot brake switch 66 for detecting the driver's intention to decelerate or brake. , The signal of the vehicle acceleration sensor 67, the accelerator pedal 1A
, A signal from a catalyst temperature sensor 72 provided in the middle of an exhaust pipe (not shown), a signal from a headlight switch 73, an air conditioner switch 74, a signal from a defogger switch 75, and the like. Is entered.

From the electronic control unit 58, a signal for controlling the hydraulic control unit 39 of the gear transmission mechanism 4 of the automatic transmission,
Signals for controlling the MG controllers 42 and 57,
A signal for controlling the clutch 50 and the brake 53 of the drive device 5 of the generator 6, a signal for controlling the ignition device 80 of the engine 1, a signal for controlling the fuel injection device 81 of the engine 1, and stopping the vehicle when the engine 1 is automatically stopped. A control signal to an indicator 83 indicating that the engine 1 is being driven, a control signal to an indicator 84 indicating that the motor / generator 3 is being driven, and an electric oil pump 91.
A control signal to the clutch 90 for controlling the transmission of the driving torque of the motor / generator 6 to the clutch 90 is output.

In this way, based on various signals input to the electronic control unit 58, the operation of the engine 1, the operations of the motor generators 3 and 6, and the operation of the gear transmission mechanism 4 are controlled. Specifically, the start / stop or output of the engine 1 is controlled by a signal from the shift position sensor 64, a signal from the ignition switch 61, a signal from the accelerator opening sensor 68, and charging of the battery 41 by the motor generators 3 and 6. This is performed based on a signal indicating the amount.

Here, the control contents of the gear transmission mechanism 4, the hydraulic control device 39, and the lock-up clutch 11 by the electronic control device 58 will be specifically described. The electronic control unit 58 stores a shift diagram (shift map) for controlling the gear ratio of the gear transmission mechanism 4. In this shift diagram, shift points for shifting (upshifting or downshifting) from a predetermined shift speed to another shift speed are set using the running state of the vehicle, for example, the accelerator opening and the vehicle speed as parameters. I have.

A shift determination is made based on the shift diagram. If the shift determination is made, a control signal is output from the electronic control unit 58 and the control signal is input to the hydraulic control unit 39. . As a result, the predetermined solenoid valve operates, the hydraulic pressure acting on the predetermined friction engagement device changes, and the engagement / disengagement of the friction engagement device is performed, and the speed change is performed. Here, the engine torque is mapped using the throttle opening and the engine speed as parameters, and the map is stored in the electronic control unit 58. Then, the engagement and engagement of the friction engagement device for performing the shift
The release timing and the hydraulic pressure acting on the friction engagement device are controlled based on the engine torque. Thus, the gear transmission mechanism 4 and the hydraulic control device 39 constitute a so-called stepped automatic transmission.

The lock-up clutch 11 is controlled based on conditions such as an accelerator opening, a vehicle speed, and a gear position. For this reason, a lock-up clutch control map for controlling the operation of the lock-up clutch 11 is stored in the electronic control unit 58. In the lock-up clutch control map, a region for engaging or disengaging the lock-up clutch 11 or a region for slip control (intermediate state) is set using the accelerator opening and the vehicle speed as parameters.

The control contents of the hybrid vehicle will be briefly described. When the ignition switch 6 is turned on, the motor generator 6 operates and the electric oil pump 91 operates. The operation of the electric oil pump 91 increases the oil pressure of the control oil of the gear transmission mechanism 4, and the hydraulic control of the gear transmission mechanism 4 becomes possible. On the other hand, the torque of the motor generator 6 is transmitted to the engine 1 via the torque transmitting means 5, and the engine 1 starts. At this time, it may not be necessary to start the engine 1. In this case, even if the clutch 50 is turned off and the motor generator 6 starts, the engine 1 does not start.

When the accelerator pedal 1A is depressed, the torque of the motor generator 3 is transmitted to the gear transmission mechanism 4 via the torque converter 2, and the vehicle starts. In areas where engine efficiency is low, such as when the vehicle starts and when the vehicle is running at low speed, fuel injection is not performed,
The vehicle runs only by the output of the motor generator 3. During normal traveling, the engine 1 is automatically started, and the vehicle travels based on the engine output. During high load traveling, the output of the engine 1 and the motor / generator 3
It is possible for the vehicle to travel by the output of the vehicle.

The torque required for running the vehicle is calculated based on the accelerator opening and the vehicle speed. Then, the engine speed is calculated based on the optimal fuel consumption line stored in the electronic control unit 58 in advance. Further, while controlling the opening of the electronic throttle valve 1B, the number of revolutions of the motor / generator 3 is obtained based on the speed ratio of the gear transmission mechanism 4, and the engine speed is controlled. At the same time, the torque shared by the motor generator 3 for the required driving force is calculated.

During deceleration or braking of the vehicle, the wheels 32
The torque input from A is transmitted to the crankshaft 12 via the gear transmission mechanism 4 and the torque converter 2. Then, this torque causes the motor / generator 3
Functions as a generator, and charges the battery 41 with the generated electric energy. Also, the batteries 41 and 56 are controlled so that the charged amount is within a predetermined range. When the charged amount is reduced, the engine output is increased, and a part of the engine output is reduced to the motor generator 3 or the motor generator 3. 6 to generate electricity. The engine 1 is automatically stopped when the vehicle stops.

In addition, during running of the hybrid vehicle,
When a change in engine torque occurs during gear shifting of the gear transmission mechanism 4 or during slip control of the lock-up clutch 11, the torque of the motor generator 3 is controlled according to the change in engine torque.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. The torque converter 2 having the lock-up clutch 11 corresponds to the fluid torque transmission device of the present invention, and the gear transmission mechanism 4 corresponds to the transmission of the present invention. Further, the motor generator 3 corresponds to the rotating machine of the present invention.

Hereinafter, the control of the lock-up clutch according to the present invention of the hybrid vehicle having the above-described hardware configuration will be described. First, control according to claim 1 of the present invention will be described. FIG. 1 is a flowchart of the control according to the first embodiment. In the flowchart of FIG. 1, first, in step 20, input processing of various detection signals is performed, and in step 30, the motor / generator 3
It is determined from the map (not shown) whether or not it is in the area to be driven.

If a negative determination is made in step 30, the process proceeds to step 40, in which a command is issued to perform normal control by the engine 1, and the process jumps to step 130 and returns. On the other hand, if an affirmative determination is made in step 30, the process proceeds to step 50, in which the shift selector 4C sets the forward position,
That is, D, 4, 3, 2,. It is determined whether it is in L or not. If a negative determination is made in step 50, it is out of the control target, and the process jumps to step 130 without doing anything and returns.

If an affirmative determination is made in step 50, it is determined in step 60 whether or not the vehicle is in the starting state based on whether or not the vehicle speed is smaller than a predetermined determination value VA. If an affirmative determination is made in step 60, the process proceeds to step 70, in which it is determined whether or not the accelerator opening is equal to or less than a predetermined determination value TACA. Of the lock-up start control of the lock-up clutch 11, that is, the control of bringing the lock-up clutch 11 into the engaged or semi-engaged state.

On the other hand, if a negative determination is made in step 60, the vehicle is not in the starting state, and the routine proceeds to step 90, where the lock-up region, that is, the lock-up clutch 11
Is determined to be an area in which the lock-up clutch 11 is engaged or disengaged in steps 100 and 110, respectively.
Go to 0 and return. If the result of the determination in step 70 is negative, it means that the accelerator pedal has been greatly depressed, so that the routine proceeds to step 120, in which the lock-up clutch 11 is released in preparation for starting the engine 1, and then the routine proceeds to step 130. To return.

FIG. 8 is a time chart for explaining the above control. By engaging or half-engaging the lock-up clutch 11, a region where the torque generated by the motor generator 3 is high can be used, and a large amount is applied to the wheels when starting. Torque is transmitted, and startability is improved.

Next, control corresponding to claim 2 will be described with reference to the flowchart of FIG. This control stops the drive by the motor generator 3 when the motor generator 3 fails (fails) and becomes uncontrollable,
The lock-up clutch 11 is released to switch to driving by the engine 1.

First, after the input signal is processed in step 1020, it is determined in step 1030 whether the shift selector 4C is in the forward position (D, 4, 3, 2, L) as in step 70 of the flowchart of FIG. If the determination is affirmative, the process proceeds to step 1040 to determine whether the motor / generator 3 has failed. This is performed by a diagnosis (failure diagnosis) circuit built in the ECU 58 based on a signal input from the controller 42 for the motor generator 3.

If an affirmative determination is made in step 1040, use of the motor generator 3 is prohibited in step 1050. This prohibits the use of the motor generator 3 as a driving force source, prohibits the use of the motor generator 3 as a regenerative braking force source, and prohibits torque control for preventing the shock of the lock-up clutch 11 during a transition. Including.
Then, in step 1060, the lock-up clutch 11
Is released, the start control of the lock-up clutch 11 for the motor / generator 3 is prohibited, and in step 1070, the vehicle is commanded to run on the engine 1, and then, in step 11
Proceed to 40 and return. Steps 1050 to 1070 are a part of the control according to claim 2.

On the other hand, if a negative determination is made in step 1040, the driving force source is determined in step 1080, and control by the motor / generator 3 or the engine 1 is performed in steps 1090 and 1100 according to the result. At 1110, it is determined whether or not the area is the lock-up area.
The lock-up clutch 11 is turned on at 120 and 1130,
After turning OFF, the process proceeds to step 1140 and returns. FIG. 10 is a time chart for explaining the above control.

Next, a description will be given of control for preventing the switching shock of the lock-up clutch 11 from occurring when the lock-up clutch 11 is turned off and the driving force source is switched to the engine 1 in the above control.

FIG. 11 is a flowchart of this control. First, after the input signal is processed in step 2020, the shift selector 4C shifts the forward position (D, 4) in step 2030 as in step 70 of the flowchart of FIG. , 3, 2, L), and when an affirmative determination is made, the process proceeds to step 2040 to determine whether or not the lock-up clutch 11 is switched from ON to OFF or from OFF to ON. . Step 2040
If a negative determination is made in step 21, the process jumps to step 2110 and returns.

If an affirmative determination is made in step 2040, switching of the lock-up clutch 11 is output in step 2050, and the flow advances to step 2060 to determine whether or not the motor generator 3 has failed. This determination is made by a diagnosis (failure diagnosis) circuit built in the ECU 58 based on a signal input from the controller 42 for the motor generator 3 as described above.

When an affirmative determination is made in step 2060, the process proceeds to step 2080, where transient control for preventing shock by the engine 1 is performed. This step is the point of this control in which the engine 1 performs transient control when the motor / generator 3 fails. Specifically, the control of the electronic throttle valve 85 (see FIG. 7) or the control of the ignition device 80 This is performed by control. Then, the process proceeds to step 2090.

On the other hand, if an affirmative determination is made in step 2060, the motor / generator 3 is operable, so the process proceeds to step 2070 where transient control is performed by the motor / generator 3. Specifically, the torque and the number of revolutions are reduced. Control. Then, the process proceeds to step 2090. Then, in step 2090, it is confirmed that the switching of the lock-up clutch 11 has been completed, and in step 2100, the control of the completion of switching is performed, and then the process proceeds to step 2110 and returns. FIG. 12 is a time chart for explaining a change when the motor / generator 3 cannot be controlled and performs transient control by the engine 1.

[0057]

According to the first aspect of the present invention, an engine and a motor / generator operated by fuel combustion are provided as switchable driving power sources, and a lock-up is provided between the driving power source and the driving wheels. In a vehicle equipped with a clutch-equipped transmission, when the motor / generator is used as a driving force source at the time of starting, the lock-up clutch is engaged or semi-engaged, and the driving force of the motor / generator is highly efficient at the time of starting. It is transmitted to the wheels, and the starting performance is improved. The present invention can also be applied to a so-called narrowly-defined electric vehicle in which only a motor is used as a driving force source and wheels are driven via a transmission having a fluid coupling with a lock-up clutch.

According to the second aspect of the present invention, the motor
When the generator cannot be controlled, the use of the motor generator is prohibited, the lock-up clutch is released, and the driving power source is switched to the engine, so that traveling can be continued.

[Brief description of the drawings]

FIG. 1 is a flowchart of control according to claim 1 of the present invention.

FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a skeleton diagram showing a configuration of a gear transmission mechanism and a torque converter shown in FIG. 2;

FIG. 4 is a diagram showing an operation state of a friction engagement device for setting each shift speed in the gear transmission mechanism shown in FIG. 3;

FIG. 5 is a view showing a shift position of a shift selector for manually operating the gear transmission shown in FIG. 2;

FIG. 6 is a block diagram showing a relationship between motor generators 3 and 6 shown in FIG. 2 and another hardware configuration.

FIG. 7 is a diagram showing signals input to and output from the ECU 58;

FIG. 8 is a time chart for explaining the control of FIG. 1;

FIG. 9 is a flowchart of control corresponding to claim 2;

FIG. 10 is a time chart for explaining the control of FIG. 9;

FIG. 11 is a flowchart of control for softening a switching shock of a lock-up clutch.

FIG. 12 is a time chart for explaining the control of FIG. 11;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Torque converter 3, 6 ... Motor generator 4 ... Gear transmission mechanism 12 ... Crankshaft 32 ... Output shaft 32A ... Tires 91 ... Electric oil pump

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 59:74 (72) Inventor Yutaka Yutaka 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72 ) Inventor Ryuji Ibaraki 1 Toyota Town, Toyota City, Aichi Prefecture F-term in Toyota Motor Corporation (reference) 3G093 AA07 AA16 AB00 AB01 CB05 CB14 DA06 EB02 FA11 FB05 3J053 CA01 CB03 CB08 CB09 CB12 DA02 DA26 DA30 EA01

Claims (2)

[Claims] 1. A transmission having a switchable drive power source between an engine operated by fuel combustion and a motor generator, and having a fluid coupling with a lock-up clutch between the drive power source and the drive wheels. A drive system control device for controlling the type of driving force source of the vehicle and the engagement or disengagement of the lock-up clutch, wherein a lock-up clutch is used when the motor generator is used as the driving force source when the vehicle starts moving. A control device for controlling the engagement state or the non-engagement state. 2. A transmission having a switchable drive power source between an engine operated by fuel combustion and a motor generator, and having a fluid coupling with a lock-up clutch between the drive power source and the drive wheels. A drive system control device for controlling the type of driving force source of the vehicle and the engagement or disengagement of the lock-up clutch, wherein the motor / generator cannot be controlled when the motor / generator cannot be controlled.
A control device for prohibiting use of a generator, disengaging a lock-up clutch, and switching a driving power source to an engine.