JP2000152417A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce shocks, when torque is increased according to the demand of acceleration. SOLUTION: A controller for hybrid vehicle has a motor generator put between an engine and a wheel, and a torque converter put between the motor generator and the wheel. The controller includes an acceleration demand deciding means (step 102) for deciding the demand for acceleration, a possible or impossible deciding means (step 103) for deciding whether an increases in torque to be transmitted to a wheel in accordance with the demand of acceleration can be generated under the control of the motor generator nor not, and a torque control means (step 104 and 107) for changing the control contents of the motor generator, the torque converter or an automatic transmission for increasing the torque according to the demand of acceleration on the basis of the decided result of the possible or not possible deciding means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle equipped with different types of driving force sources.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles equipped with two or more types of driving power sources have been proposed. In such a hybrid vehicle, by making use of the characteristics of each driving force source and mutually compensating for the drawbacks between the driving force sources,
It is possible to improve the overall efficiency. An example of such a hybrid vehicle control device is disclosed in JP-A-9-16.
No. 8104. In the control device described in this publication, a motor generator is provided on an output shaft of an engine.

The output shaft of the engine is connected to a transmission via a torque converter (variable torque transmission device). This torque converter is a fluid torque transmission device, and is provided with a direct coupling clutch (friction engagement device) for mechanically connecting rotating members. The motor generator is arranged between the engine and the torque converter. A battery is connected to the motor generator via an inverter. According to the hybrid vehicle described in this publication, it is possible to transmit the power of at least one of the engine and the motor / generator to the wheels.

[0004]

The engagement and disengagement of the direct connection clutch of the torque converter mounted on the vehicle is basically controlled based on a map using the vehicle speed and the accelerator opening as parameters. In other words, the state of torque transmission between the output shaft of the engine and the input shaft of the transmission mechanism is controlled.

An electronically controlled automatic transmission (torque transmission device) mounted on a vehicle includes a plurality of sets of planetary gear mechanisms, a friction engagement device for switching the torque transmission paths of these planetary gear mechanisms, and A hydraulic control device for engaging and disengaging the friction engagement device. In this type of automatic transmission, basically, the engagement / disengagement state of the friction engagement device is switched based on a shift diagram using the vehicle speed and the accelerator opening as parameters, and the gear ratio is controlled. You. In other words, the state of torque transmission between the input shaft and the output shaft of the transmission mechanism is controlled.

However, in a hybrid vehicle equipped with a torque converter with a direct coupling clutch and the above-mentioned automatic transmission, when an acceleration request is made while the direct coupling clutch is engaged, the direct coupling clutch is released or the automatic transmission is shifted. At least one of the downshifts is performed by switching the engagement / disengagement state of the friction engagement device of the machine, and a shock may occur.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle control device capable of suppressing a shock when changing a torque in response to a request for changing a vehicle speed. And

[0008]

In order to achieve the above object, a first aspect of the present invention is a motor for controlling a torque transmitted through a torque transmission path formed between an engine and wheels. A control device for a hybrid vehicle including a generator and a torque transmission device for controlling the torque transmitted through the torque transmission path by switching between engagement and disengagement of the friction engagement device; Speed change request determining means, and whether or not the torque transmitted by the torque transmission path can be controlled by the function of the motor generator in response to the speed change request determined by the speed change request determining means Determining whether the torque transmitted through the torque transmission path is controlled in response to the speed change request. Based on the unit of the determination result, and is characterized in that it comprises a torque control means for varying the control contents of the torque by the motor generator or the torque transmitting device. Here, the speed change request includes an acceleration request and a deceleration request. Further, the torque of the motor generator includes a positive torque and a negative torque.

According to the first aspect of the present invention, when the torque transmitted through the torque transmission path is controlled in response to a speed change request, it is possible or impossible to control the torque by the function of the motor generator. The contents of control of the motor / generator or the torque transmission device differ depending on the case.

According to a second aspect of the present invention, there is provided a motor generator arranged in a torque transmission path formed between an engine and a wheel, and for controlling torque transmitted to the wheel, and arranged in the torque transmission path. And a torque transmission device for controlling the torque transmitted to the wheels by switching between engagement and disengagement of the friction engagement device. The motor generator determines whether an increase in torque to be transmitted to the wheels in response to the acceleration request determined by the acceleration request determination means can be generated by the function of the motor generator. Determining means for determining based on the charge amount of a power supply that supplies power to the vehicle, and a torque to be transmitted to the wheels in response to the acceleration request. When increased, based on the permission determination result of the determination, it is characterized in that a torque control means for varying the control content of said motor generator or the torque transmitting device.

According to the second aspect of the present invention, it is determined whether or not it is possible to increase the torque corresponding to the acceleration request by controlling the motor generator based on the charge amount of the power supply for supplying power to the motor generator. The control result of the motor / generator or the torque transmission device differs depending on the determination result.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, a normal control for controlling an engagement / disengagement state of the friction engagement device based on a predetermined condition other than a result of the determination by the availability determination means. Means for determining whether or not the charge amount of the power supply is equal to or more than a predetermined value, and the torque control means includes a function of determining whether the charge amount is equal to or more than a predetermined value. In this case, the function of generating an increase in torque corresponding to the acceleration request only by the motor generator without changing the engagement / disengagement state of the friction engagement device, and the charge amount is less than a predetermined value. In this case, a function of generating an increase in torque corresponding to the acceleration request according to the control content of the normal control means is included.

According to the third aspect of the invention, in addition to the function of the second aspect, when the charge amount is equal to or more than a predetermined value, an increase in torque corresponding to the acceleration request is generated only by the motor / generator. If it is determined that the amount is less than the predetermined value, an increase in the torque corresponding to the acceleration request is generated according to the control content of the normal control means.

According to a fourth aspect of the present invention, in addition to the configuration of the second aspect, a normal control for controlling an engagement / disengagement state of the friction engagement device based on a predetermined condition other than the determination result of the availability determination means. Means for determining whether an increase in torque corresponding to the acceleration request cannot be generated by the motor-generator, if the torque control means determines that the increase in torque corresponding to the acceleration request cannot be generated by the motor / generator. And a function of generating an increase in torque corresponding to the acceleration request according to the control content of (1).

According to the fourth aspect of the present invention, in addition to the function of the second aspect, when an increase in torque corresponding to the acceleration request cannot be generated by the motor-generator, the control content of the normal control means is used. An increase in torque corresponding to the acceleration request occurs.

[0016]

Next, the present invention will be described more specifically with reference to the drawings. 2 is a skeleton diagram showing a configuration of a power train of a hybrid vehicle to which the present invention is applied, FIG. 3 is a block diagram showing a configuration of a system of the hybrid vehicle of FIG. 2, and FIG. 4 is a control circuit of the hybrid vehicle. It is a block diagram. The hybrid vehicle in this embodiment has an engine 1 as a first driving power source and a motor generator 2 as a second driving power source. The motor / generator 2 is arranged on the output side of the engine 1. A torque converter 4 is disposed in a power transmission path between the motor / generator 2 and the wheel 3, and an automatic transmission 5 is disposed between the torque converter 4 and the wheel 3 in the power transmission path. I have.

As the engine 1, an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine is used. The engine 1 has a known structure including a starting device (starter motor) 6, a fuel injection device 7, an intake / exhaust device 8, an ignition device 9, a cooling device 10, and the like.

An electronic throttle valve 11 is provided in an intake pipe of the engine 1 so that the opening of the electronic throttle valve 11 is electrically controlled. A clutch 14 is provided in a power transmission path between the crankshaft 12 of the engine 1 and the rotating shaft 13 of the motor / generator 2. The engagement and disengagement of the clutch 14 causes the crankshaft 12 and the rotating shaft 13 to rotate. Is connected or disconnected. further,
A damper 15 is provided in a power transmission path between the clutch 14 and the crankshaft 12.

As the motor / generator 2, for example, an AC synchronous type is applied. Motor generator 2
A rotor 16 having a permanent magnet and a stator 17 around which a coil is wound are provided. When a three-phase alternating current is applied to the three-phase winding of the coil, a rotating magnetic field is generated, and torque is generated by controlling the rotating magnetic field in accordance with the rotation position and the rotation speed of the rotor 16. The torque generated by the motor generator 2 is substantially proportional to the magnitude of the current, and the rotation speed of the motor generator 2 is controlled by the frequency of the alternating current. The motor / generator 2 has a function as a motor for converting electric energy into mechanical energy and a function as a generator for converting mechanical energy into electric energy.

The torque converter 4 has a function of transmitting the torque of the driving side member to the driven side member through a fluid.
8 and a front cover 19 integrated with the automatic transmission 5
And a stator 22 for amplifying the torque transmitted from the pump impeller 18 to the turbine runner 21 via the fluid. The front cover 19 is connected to the rotating shaft 13. The torque converter 4 having the above configuration is
When the speed ratio between the rotating shaft 13 and the input shaft 20 is within a predetermined range (torque converter range), the torque ratio exceeds “1”, and the torque ratio decreases as the speed ratio increases. It has the characteristic to do. When the speed ratio reaches a predetermined value, that is, when the coupling reaches the coupling point, the torque ratio is set to "1".

Further, inside the front cover 19,
A lock-up clutch 23 that can be engaged and released is provided, and the engagement and release of the lock-up clutch 23 changes the torque transmission state (in other words, the torque ratio) between the rotating shaft 13 and the input shaft 20. You. Note that the engagement of the lock-up clutch 23 includes complete engagement and slip.

The automatic transmission 5 includes a plurality of planetary gear mechanisms 2.
And a plurality of frictional engagement devices 2 engaged and released to switch the torque transmission path of these planetary gear mechanisms 24.
5 and has a known structure. By switching the engagement / disengagement state of the friction engagement device 25, the gear ratio (that is, the gear position) of the automatic transmission 5 is controlled. In other words, the state of torque transmission between the input shaft 20 and the output shaft 28 (in other words, the torque ratio) is changed by switching between engagement and disengagement of the friction engagement device 25. The automatic transmission 5 is configured to set any one of the first to fifth speeds, for example, in the forward gear. On the other hand, a hydraulic control device 26 is provided.
Setting or switching control of the gear position of the automatic transmission 5, engagement / disengagement and slip control of the lock-up clutch 23, control of line pressure in a hydraulic circuit of hydraulic pressure acting on the friction engagement device 25, friction engagement device For example, the control of the engagement pressure at 25 is performed.

The hydraulic control device 26 is electrically controlled, and controls the first to third shift solenoid valves S1 to S3 for executing the shift of the automatic transmission 5, and the engine brake state. And a fourth solenoid valve S4. Further, the hydraulic control device 26
Are a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit, a linear solenoid valve SLN for controlling the accumulator back pressure during a shift transition of the automatic transmission 5, a lock-up clutch 23 and a predetermined frictional clutch. A linear solenoid valve SLU for controlling the engagement pressure of the joint device.

Further, an oil pump 27 is provided inside the casing of the automatic transmission 5. The oil pump 27 has a function of generating a source pressure of the hydraulic pressure controlled by the hydraulic control device 26. And the rotating shaft 1
Power of the oil pump 2 via the pump impeller 18
7, and the power is used to drive the oil pump 27. That is, the oil pump 27
Can be driven by either the power of the engine 1 or the power of the motor generator 2.

A propeller shaft 29 is connected to an output shaft 28 of the automatic transmission 5, and the propeller shaft 29 is connected to a differential device 30. The differential device 30 also has a function as a final reduction gear. The axle shaft 31 is connected to the differential device 30, and the wheel 3 is attached to the axle shaft 31.

Next, a control circuit of the motor generator 2 will be described with reference to FIG. An inverter 33 is arranged in a circuit between the motor generator 2 and a main battery 32 that supplies power to the motor generator 2. The rated voltage of the main battery 32 is, for example, 2
It is set to 88V. The inverter 33 converts the DC current of the main battery 32 into a three-phase AC current and supplies it to the motor generator 2, while converting the three-phase AC current generated by the motor generator 2 into a DC current and , And a three-phase bridge circuit (not shown) for supplying to the power supply. This three-phase bridge circuit has, for example, 6
A plurality of power transistors (not shown) are electrically connected, and the direction of current between the motor generator 2 and the main battery 32 is switched by switching on / off of these power transistors. In this way, the mutual conversion between the three-phase AC current and the DC current, the adjustment of the frequency of the three-phase AC current applied to the motor generator 2, and the conversion of the three-phase AC current applied to the motor generator 2 are performed. The adjustment of the magnitude and the magnitude of the regenerative braking torque of the motor / generator 2 are performed.

A circuit between the positive electrode of the main battery 32 and the inverter 33 includes a first system main relay.
SMR1 is located. Further, the third system main relay SM is connected in parallel with the first system main relay SMR1.
R3 is arranged, and a limiting resistor 34 is arranged in series with the second system main relay SMR2. Further, the negative electrode of the main battery 32 and the inverter 3
The third system main relay SMR3
Is arranged. These first to third system main relays SMR1 to SMR3 are connected to the motor / generator 2
It has a function of connecting and disconnecting a high-voltage circuit formed between the power supply and the main battery 32.

The main battery 32 constitutes one module by arranging a plurality of cells of a predetermined voltage in series, and adopts a configuration in which a plurality of modules are divided into two holders and connected in series. Have been.
A safety plug 35 is connected to the circuit of the main battery 32.

Further, between the inverter 33 and the second system main relay SMR2, and between the inverter 33 and the third
A DCDC converter 36 is connected to the system main relay SMR3. An auxiliary battery 37 is connected to the DCDC converter 36. Auxiliary battery 37
Is set to, for example, 12V. This DC
The DC converter 36 has a function of reducing the DC voltage of the main battery 32 to a predetermined voltage and charging the auxiliary battery 37. The auxiliary battery 37 has a function of supplying electric power to a compressor for an air conditioner, a water pump 51 for cooling the main battery 32, and the like.

On the other hand, a hybrid electronic control unit 39 is connected to the main battery 32 via a main battery electronic control unit 38 and the inverter 3
A hybrid electronic control unit 39 is connected to 3 via a motor / generator electronic control unit 40. The main battery electronic control device 38, the hybrid electronic control device 39, and the motor / generator electronic control device 40 are mainly composed of a central processing unit (CPU) and a storage device (RAM, ROM) and an input / output interface. And a microcomputer.

The main battery 32 and the main battery electronic control unit 38 are connected to each other so that data communication is possible, and the main battery electronic control unit 38 and the hybrid electronic control unit 39 are connected to each other so that data communication is possible. Have been. The inverter 33 and the motor / generator electronic control unit 40 are connected to each other so as to be able to perform data communication, and the motor / generator electronic control unit 40 and the hybrid electronic control unit 39 are connected to each other so as to be able to perform data communication. I have.

The main battery electronic control unit 38
Has a function of detecting a charge amount SOC of the main battery 32 and a value of a current flowing between the main battery 32 and the motor generator 2. The motor / generator electronic control unit 40 uses the signal from the hybrid electronic control unit 39 to
3 has a function of controlling the motor / generator 2.

Further, the hybrid electronic control unit 39
The electronic control unit 41 for the transmission, the electronic control unit 42 for the engine, the electronic control unit 43 for the brake, and the electronic control unit 44 for the air conditioner are connected to the transmission. The electronic control unit 41 for the transmission and the electronic control unit 4 for the engine
2, the electronic control unit 43 for brakes, and the electronic control unit 44 for air conditioners are respectively a central processing unit (CP)
U) and storage devices (RAM, ROM) and input
It is composed of a microcomputer mainly having an output interface. The electronic control unit 39 for the hybrid, the electronic control unit 41 for the transmission, the electronic control unit 42 for the engine, the electronic control unit 43 for the brake, and the electronic control unit 44 for the air conditioner are mutually connected so as to be able to perform data communication. I have. Each of the above electronic control units is started using the auxiliary battery 37 as a power supply.

The transmission electronic control unit 41 stores a shift diagram in which the running state of the vehicle, for example, the vehicle speed and the accelerator opening, are used as parameters in order to control the gear ratio of the automatic transmission 5. I have. Further, the transmission electronic control unit 41 stores a lock-up clutch control map for controlling engagement / disengagement of the lock-up clutch 23 using the vehicle speed and the accelerator opening as parameters.

FIG. 5 shows an example of a shift diagram that also serves as a lock-up clutch control map. In this shift diagram, an upshift line for upshifting from a predetermined shift speed to a predetermined shift speed is indicated by a solid line, and a downshift line for downshifting from a predetermined shift speed to a predetermined shift speed is indicated by a broken line. I have. In FIG. 5, each numeral indicates a gear position of the automatic transmission 5, and each arrow indicates upshift or downshift from a predetermined gear position to a predetermined gear position.

In the lock-up clutch control map of FIG. 5, an engagement line for switching the lock-up clutch 23 from the released (off) state to the engaged (on) state is indicated by a two-dot chain line. A release line for switching from the engaged state to the released state is shown by a dashed line. The arrows indicate that the lock-up clutch 23 can be switched between the engaged state and the released state.

Further, a signal from a shift position sensor 46 for detecting the shift position of the shift lever 45 is input to the transmission electronic control unit 41. With this shift lever 45, for example, P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 2 position,
An L (low) position or the like can be selected. Then, a control signal is output from the hybrid electronic control device 39 based on the signal of the shift position sensor, and actuators such as various linear solenoid valves of the hydraulic control device 26 are controlled based on the control signal.

The depression amount of the accelerator pedal 47,
That is, the accelerator opening sensor 4 for detecting the accelerator opening
The signal 8 is input to the engine electronic control unit 42. The output of the engine 1, the gear ratio (gear) of the automatic transmission 5, and the torque of the motor generator 2 are calculated based on the signal of the accelerator opening sensor 48 and the signal of the shift position sensor 46, and the driving force of the vehicle is calculated. Is controlled. Here, the output of the engine 1 is adjusted by controlling the opening of the electronic throttle valve 11, controlling the fuel injection amount of the fuel injection device 7, controlling the ignition timing of the ignition device 9, and the like.
The gear ratio of the automatic transmission 5 is controlled by the hydraulic control device 26. Further, the torque of the motor generator 2 is controlled by the current value.

The hybrid vehicle has a hydraulic brake device (not shown). The hydraulic brake device includes a brake pedal 49, a master cylinder, a wheel cylinder, and an actuator for controlling hydraulic pressure acting on the wheel cylinder. It is a well-known thing which has. The brake electronic control device 43 includes a brake pedal 4.
A signal from a sensor that detects the depression amount of the brake pedal 9 is input, and a braking request for the vehicle is determined based on the depression amount of the brake pedal 49. A braking force to be shared by the hydraulic brake device and a braking force (regenerative braking force) to be shared by the function of the motor generator 2 are calculated based on the determination result, and based on the calculation result, the motor generator The second regenerative braking torque and the hydraulic pressure of the wheel cylinder of the hydraulic brake device are controlled.

The signal from the air conditioner switch 50 is input to the electronic control unit 44 for the air conditioner. The operation of the air conditioner compressor is controlled based on the signal of the air conditioner switch 50. The hybrid electronic control unit 39 receives signals from various sensors 52 and outputs control signals to various actuators 53 based on the signals from these sensors 52 or signals from other sensors and switches. You. These sensors 52 include a shift position sensor 46, an accelerator opening sensor 48, an input shaft speed sensor 61 for detecting the speed of the input shaft 20 (in other words, a turbine speed), and a speed of the output shaft 28. The output shaft speed sensor 62 and the like are included. The vehicle speed is calculated based on the signal of the output shaft speed sensor 62.

The actuator 53 is engaged with various linear solenoid valves of the hydraulic control device 26, an actuator of the hydraulic brake device, an actuator for controlling the opening of the electronic throttle valve 11, and the clutch 14.
An actuator to be released is included.

Next, the hybrid electronic control unit 39
The input / output signals in the above will be described with reference to FIG. For the hybrid electronic control device 39, a signal of the auxiliary battery electronic control device 54 for detecting the state of charge SOC of the auxiliary battery 37, a signal of an ignition switch 55 for detecting the operation position of the ignition key, and a signal for the main battery Signal of electronic control unit 38, inverter 33
, A signal of the main battery electronic control unit 38 indicating the voltage of the main battery 32, a signal of the resolver 57 for detecting the rotation speed and the rotation angle of the motor generator 2, a signal of the engine electronic control unit 42, A signal of the electronic control unit 41 for the transmission, a signal of the electronic control unit 43 for the brake, a signal of the electronic control unit 44 for the air conditioner, a diagnosis signal when an abnormality occurs in the signal system of the electronic control unit 42 for the engine, The signal of the airbag electronic control device 58 for controlling the airbag device (not shown) which inflates and deploys in the event of a collision, the stop lamp switch 5
9 and the signal of the interlock switch 60 are input.

On the other hand, a drive signal (starter signal) for the starting device 6 from the hybrid electronic control device 39,
A control signal for the starter relay of the starter 6, a control signal for the various relays 56 in the hybrid system, a drive signal for the first to third system main relays SMR1 to SMR3, a drive signal or a stop signal for the DCDC converter 36, and a signal for the inverter 33 A stop request signal, three phases of the inverter 33, that is, U phase, V
Drive signals for the three-phase, W-phase, engine electronic control unit 4
2, a control signal for the transmission electronic control unit 41, a signal for the brake electronic control unit 43, a signal for the air conditioner electronic control unit 44, and the like.

Here, the correspondence between the configuration of the hybrid vehicle and the configuration of the present invention will be described. That is, the lock-up clutch 23 corresponds to the friction engagement device of the invention, the torque converter 2 or the automatic transmission 5 corresponds to the torque transmission device of the invention, and the main battery 32 corresponds to the power supply of the invention. Further, the motor / generator 2, the torque converter 4, the automatic transmission 5, the propeller shaft 29, the differential device 30, the axle shaft 31, and the like constitute the torque transmission path of the present invention.

The control contents of the hybrid vehicle having the above hardware configuration will be briefly described. That is, the opening of the electronic throttle valve 11 is controlled based on the accelerator opening, the vehicle speed, and other conditions. Further, based on the operation state of the accelerator pedal 47 and the operation state of the brake pedal 49, a speed change request for the vehicle (in other words, a driving force change request) is determined. Specifically, an acceleration request or a deceleration request is determined. Then, a necessary driving force is determined based on the current accelerator opening and shift position, and the output of the engine 1, the speed ratio of the automatic transmission 5, the torque of the motor generator 2, and the like are controlled.

Here, the gear ratio of the automatic transmission 5, that is, the shift speed, is controlled based on the shift diagram shown in FIG. In other words, the torque ratio between the input shaft 20 and the output shaft 28 of the automatic transmission 5 is controlled. Further, engagement / disengagement of the lock-up clutch 23 is controlled based on a lock-up clutch control map shown in FIG. In other words, the torque ratio between the rotating shaft 13 and the input shaft 20 is controlled. In this embodiment, the gear ratio of the automatic transmission 5 or the engagement / disengagement of the lock-up clutch 23 may be controlled based on conditions other than the shift diagram or the lock-up clutch control map shown in FIG. It is possible. The details of these controls will be described later.

When the clutch 14 is engaged, the power of at least one of the engine 1 and the motor generator 2 can be transmitted to the wheels 3 via the automatic transmission 5 and the propeller shaft 29. It is possible. Conversely, when the clutch 14 is released, only the power of the motor generator 2 can be transmitted to the wheels 3 via the automatic transmission 5 and the propeller shaft 29. When the state of charge SOC of the main battery 32 becomes equal to or less than a predetermined value, a part of the power of the engine 1 is transmitted to the motor / generator 2 to function as a generator, and the electric energy is used for the main battery 3.
It is also possible to charge to 2.

On the other hand, when the clutch 14 is engaged at the time of deceleration of the vehicle, the engine braking force can be generated by transmitting the kinetic energy input through the wheels 3 to the engine 1. is there. Further, by inputting a part of the kinetic energy to the motor / generator 2, the motor / generator 2 can function as a generator and generate a regenerative braking force (regenerative braking torque). When the regenerative braking force is generated by the motor / generator 2, the clutch 14 can be released.

Next, a flow chart for controlling the engaged / disengaged state of the lock-up clutch 23 or the gear ratio of the automatic transmission 5 based on a request to change the speed of the vehicle will be described with reference to FIG. First, detection signals of various sensors and switches are input to various electronic control devices,
These signals are processed (step 100). Then, it is determined whether or not the lock-up clutch 23 is in the engaged state based on the lock-up clutch control map shown in FIG. 5 (step 101).

If a negative determination is made in step 101,
The control related to the running of the vehicle, for example, the calculation of the torque to be shared by the engine 1 or the motor / generator 2 based on various conditions such as the accelerator opening and the vehicle speed at that time (step 1)
05), and outputs signals corresponding to these calculation results (step 106), and the process returns.

If an affirmative determination is made in step 101, it is determined whether there is an acceleration request (step 10).
2). Whether or not there is an acceleration request is determined, for example, based on the lock-up clutch control map shown in FIG. 5 by changing the accelerator opening and the vehicle speed to a state in which the engaged lock-up clutch 23 should be released. Can be determined based on whether or not the acceleration request mode is satisfied. Further, the second acceleration in which the accelerator opening and the vehicle speed are changed to a state in which the shift speed of the automatic transmission 5 should be downshifted from the predetermined shift speed to the predetermined shift speed based on the shift diagram shown in FIG. It is also possible to make a determination based on whether or not the request mode has been established.

If at least one of the two acceleration demand modes is satisfied, an affirmative determination is made in step 102, and a shortage of torque corresponding to the acceleration demand is calculated based on the vehicle speed and the throttle opening. It is determined whether or not the minute torque can be secured by motor / generator 2 (step 103). In the control example of FIG. 1,
Whether or not the state of charge SOC of the main battery 32 is equal to or more than a predetermined value is used. This predetermined value is stored in advance in the main battery electronic control device 38 or the hybrid electronic control device 39. The predetermined value may be a fixed value or a different value depending on the degree of the acceleration request.

If an affirmative decision is made in step 103,
Engagement of the lock-up clutch 23 is continued, and the insufficient torque (positive torque) corresponding to the acceleration request is output from the motor generator 3 to increase the driving force (step 104). Proceed to 105. That is, in step 102, if the first acceleration request mode is satisfied, the lock-up clutch 2
By releasing the torque converter 3, it is necessary to switch the torque converter 2 to the torque converter range, increase the transmission torque by the torque amplifying function, and increase the driving force.

On the other hand, the torque and the driving force secured in step 104 depend on the lock-up clutch 2
3 is equivalent to the torque and driving force generated by the release. Note that the state of charge SOC of the main battery 32 is
However, as long as the motor generator 2 can assist the torque corresponding to the acceleration request, the lock-up clutch 23 is not released, and
The downshift of the automatic transmission 5 is not performed.

If it is determined in step 102 that the second acceleration request mode is satisfied, it is necessary to increase the transmission torque by downshifting the automatic transmission 5 to increase the transmission torque. In contrast, step 10
The torque and the driving force secured by performing the control of Step 4 are equivalent to the torque and the driving force generated by the downshift of the automatic transmission 5. Therefore,
Acceleration is maintained by the assist torque of the motor / generator 2 without downshifting the automatic transmission 5.

On the other hand, if a negative determination is made in step 103, the torque corresponding to the acceleration request is secured by the predetermined conditions other than the acceleration request, that is, by the control contents based on the shift diagram or the lock-up clutch control map described above. Is performed (step 107), and the process proceeds to step 105. In step 107, it is possible to select either the first control mode or the second control mode.
Corresponds to a case where the rate of increase of the accelerator opening is large. According to the first control mode, the lock-up clutch 23 is released based on the lock-up clutch control map, and the automatic transmission 5 is downshifted based on the shift diagram shown in FIG. On the other hand, the second control mode corresponds to a case where the rate of increase of the accelerator opening is small. According to the second control mode, the downshift of the automatic transmission 5 is performed while the lock-up clutch 23 is engaged, based on the lock-up clutch control map.

If a negative determination is made in step 102, the engagement of the lock-up clutch 23 is continued (step 108), and the routine proceeds to step 105. here,
The correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. That is, step 102 corresponds to the speed change request determining means or the acceleration request determining means of the present invention, step 103 corresponds to the propriety determining means of the present invention, steps 104 and 107 correspond to the torque controlling means of the present invention, Step 107 corresponds to the normal control means of the present invention.

FIG. 6 shows an example of a time chart corresponding to the above control example. The engagement / disengagement control of the lock-up clutch corresponds to the first control mode of step 107, and the motor / generator assist control corresponds to step 104. First, the engagement / release control of the lock-up clutch will be described. When the accelerator opening is maintained constant, the throttle opening is controlled to be constant, and the output shaft rotation speed (vehicle speed) gradually increases. The fifth speed is set for the automatic transmission 5 and the lock-up clutch 23 is engaged.

Then, after the time t1, the accelerator opening increases and a request for acceleration is generated, the throttle opening also increases, and the output shaft speed also gradually increases. Thereafter, when the time reaches t2, the lock-up clutch 2
3 is released, and between the time t3 and the time t4, the accelerator opening and the throttle opening are controlled to be constant.

Then, after time t4, the accelerator opening and the throttle opening decrease, and the rotational speed of the output shaft gradually decreases accordingly. Then, at time t6, the lock-up clutch 23 is engaged again, and after time t7, the accelerator opening and the throttle opening are controlled to be constant. During the above control, the torque of the motor / generator 2 is constantly controlled to “zero”.

Next, the motor / generator assist control will be described. Until time t1, the gear position of the automatic transmission 5 is set to the fifth speed, the lock-up clutch 23 is engaged, and the throttle opening is controlled to be constant. Further, the torque of the motor generator 2 is controlled to “zero”. And time t
After 1, the throttle opening is increasing, and after time t2, the throttle opening is controlled to be constant. Further, after time t2, a positive torque is output from motor generator 2, and the torque gradually increases.
Then, from time t3 to time t4, the torque of motor generator 2 is controlled to be constant, and after time t4, the torque of motor generator 2 gradually decreases. Further, after time t5, the torque of motor generator 2 is controlled to "zero", and from time t5 to time t7, the throttle opening gradually decreases, and after time t7, the opening is controlled to a constant value. I have.

As described above, according to this control example, whether the shortage of the torque corresponding to the acceleration request can be ensured by the control of the motor generator 2 is determined by the charge amount SOC of the main battery 32. Is determined based on When it is determined that the shortage of torque corresponding to the acceleration request can be secured by the control of the motor / generator 2, the output of the motor / generator 2 is controlled by controlling the current value of the motor / generator 2. Torque (positive torque) increases, driving force corresponding to the acceleration request is secured, and acceleration is maintained.

Therefore, even when an acceleration request is issued, the lock-up clutch 23 is switched from the engaged state to the released state, or a downshift is performed by engaging / disengaging the frictional engagement device of the automatic transmission 5. No need. Therefore, a sudden change in the torque transmitted to the wheels 3 via the torque transmission path can be suppressed, and a shock can be avoided. Drivability is improved by smooth acceleration.

In the flowchart shown in FIG. 1, the determination criterion in step 103 is whether or not the motor generator 2 itself or the control system of the motor generator 2 is normal, in addition to the state of charge SOC of the main battery 32, or It is also possible to use whether or not the temperatures of the main battery 32 and the inverter 33 are lower than a predetermined value. In this case, the predetermined value is stored in any of the electronic control devices in advance. The present invention is also applicable to a hybrid vehicle equipped with either an automatic transmission or a torque converter. In the present invention, the speed change request determining means includes a function of determining a deceleration request, and the availability determining means includes a negative torque (e.g., a negative torque corresponding to the deceleration request determined by the speed change determining means). The regenerative braking torque) includes a function of determining whether or not the regenerative braking torque can be controlled by a motor / generator function.

[0065]

According to the first aspect of the present invention, the case where the torque transmitted through the torque transmission path can be controlled by the function of the motor / generator in response to the speed change request and the case where it cannot be controlled. And the control content of the motor generator or the torque transmission device is different. Thus, for example,
When the torque can be changed in response to the speed change request by controlling the motor / generator, the switching between engagement and release of the friction engagement device is not performed.
Therefore, a sudden change in the torque transmitted through the torque transmission path can be suppressed to avoid a shock, and drivability is improved by a smooth speed change.

According to the second aspect of the present invention, it is possible to generate an increase in the torque corresponding to the acceleration request in the control of the motor generator based on the charge amount of the power supply for supplying power to the motor generator. It is determined whether or not the motor / generator or the torque transmission device is controlled depending on the determination result. For this reason, for example, when the shortage torque corresponding to the acceleration request can be secured by controlling the motor generator, the switching between engagement and release of the friction engagement device is not performed. Therefore, a sudden change in the torque transmitted through the torque transmission path is suppressed, and a shock can be avoided. Drivability is improved by smooth acceleration.

According to the third aspect of the invention, in addition to the effect of the second aspect, when the charge amount is equal to or more than the predetermined value, an increase in torque corresponding to the acceleration request is secured only by the function of the motor generator. On the other hand, when it is determined that the charge amount is less than the predetermined value, the increase in the torque corresponding to the acceleration request is secured by the control contents of the normal control means. Therefore, irrespective of the charge amount of the power supply, a driving force corresponding to the acceleration request is obtained, and the drivability is further improved.

According to the fourth aspect of the invention, in addition to the effect of the second aspect, when the increase in the torque corresponding to the acceleration request cannot be obtained by the function of the motor generator, the control content of the normal control means As a result, an increase in torque corresponding to the acceleration request is secured. Therefore, irrespective of the charge amount of the power supply, a driving force corresponding to the acceleration request is obtained, and the drivability is further improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

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

FIG. 3 is a block diagram illustrating a system configuration of the hybrid vehicle illustrated in FIG. 2;

FIG. 4 is a block diagram showing a control system of the hybrid vehicle shown in FIG.

FIG. 5 is a control map of the automatic transmission and the lock-up clutch of the hybrid vehicle shown in FIG. 2;

FIG. 6 is a time chart corresponding to the control example of FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 3 ... Wheels, 4 ... Torque converter, 5 ... Automatic transmission, 2
3. Lock-up clutch 25. Friction engagement device
32 ... Main battery.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Masaya Amano 1-term Toyota-cho, Toyota-shi, Aichi F-term in Toyota Motor Corporation (reference) 3J052 AA01 AA11 DB06 EA02 EA04 EA05 EA06 GC01 GC12 GC64 GD01 HA02 HA19 LA08 LA20 3J053 CA00 CB30 DA30 5H115 PA01 PC06 PG04 PI16 PI24 PO17 PU10 PU19 PU22 PU23 PU25 PV02 PV09 PV23 QA01 QE08 QE10 QI04 QI07 QI09 QI12 QN03 RB26 RE03 RE05 SE04 SE05 SE08 SF01 SJ12 SJ13 TB01 TE03 TI01 TO05 TO12 TO13 TO21

Claims (4)

[Claims] 1. A motor generator for controlling a torque transmitted through a torque transmission path formed between an engine and a wheel, and a transmission through the torque transmission path by switching between engagement and release of a friction engagement device. A speed change request determining means for determining a speed change request for the vehicle, wherein the torque transmitted through the torque transmission path is determined by the speed change request determination. Means for determining whether control is possible by the function of the motor / generator in response to the speed change request determined by the means; and a torque transmitted through the torque transmission path to the speed change request. When performing the corresponding control, the motor / generator or the torque transmitting device is controlled based on the determination result of the availability determination means. A control device for a hybrid vehicle, comprising: a torque control unit that varies the content of torque control depending on the position. 2. A motor / generator arranged in a torque transmission path formed between an engine and a wheel and controlling torque transmitted to the wheel, and a motor / generator arranged in the torque transmission path and having friction. A control device for a hybrid vehicle having a torque transmission device for controlling torque transmitted to the wheels by switching between engagement and disengagement of an engagement device; Power is supplied to the motor generator to determine whether or not an increase in torque to be transmitted to the wheels in response to the acceleration request determined by the determination unit can be generated by the function of the motor generator. Means for determining whether to make a determination based on the amount of charge of the power supply, and when increasing the torque to be transmitted to the wheels in response to the acceleration request On the basis of the determination result of the availability determination,
A control device for a hybrid vehicle, comprising: a torque control unit that makes the control content of the motor generator or the torque transmission device different. 3. An engagement / release state of the friction engagement device,
Normal control means for controlling based on predetermined conditions other than the determination result of the availability determination means, the availability determination means,
The torque control means includes a function of determining whether or not the charge amount of the power supply is equal to or greater than a predetermined value. A function of generating an increase in torque corresponding to the acceleration request only by the motor / generator without changing the state, and controlling the acceleration by the control content of the normal control means when the charge amount is less than a predetermined value. The control device for a hybrid vehicle according to claim 2, further comprising a function of generating an increase in torque corresponding to the request. 4. An engagement / release state of the friction engagement device,
Normal control means for controlling based on predetermined conditions other than the determination result of the availability determination means, wherein the torque control means uses the motor availability control means to determine the increase in torque corresponding to the acceleration request by the availability of the motor. 3. The method according to claim 2, further comprising a function of generating an increase in torque corresponding to the acceleration request according to the control content of the normal control means when it is determined that the torque cannot be generated by the generator. The control device for a hybrid vehicle according to any one of the preceding claims.