JP2002325310A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle, which enables charging to be conducted by operating an engine in a fuel-efficient operating range, when charging is required during traveling in torque amplifying mode. SOLUTION: When it is decided during the traveling of the vehicle that charging is required in the torque amplifying mode, an engine control means 108 makes the output torque of the engine 14 increased up to a value TEC during a request for the charging, and a part of the output torque of the engine 14 makes a starter motor generator(SMG) 70 generate electricity. Accordingly, since the output torque of the engine 14 is partially consumed by making the SMG 70 generate the electricity, without increasing speed NE of revolution of the engine 14, the charging can be performed, without making the speed NE increase so much; and the charging can be performed by operating the engine 14 in the fuel-efficient low-engine-speed high-torque operating range, when the charging is required during the traveling in the torque amplifying mode.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a hybrid vehicle in which output torque of an electric motor and output torque of an internal combustion engine are transmitted to driving wheels via a torque combining / distributing mechanism.

[0002]

2. Description of the Related Art During traveling of a hybrid vehicle of a type in which the output torque of an electric motor and the output torque of an internal combustion engine are transmitted to driving wheels via a torque combining / distributing mechanism, a relatively small one of the traveling modes of the vehicle is used. A driving mode in which the output torque of the internal combustion engine and the output torque of the electric motor are combined and transmitted to the transmission and the drive wheel side when a large driving torque is required, that is, the driving torque is larger than the output torque of the internal combustion engine. In some cases, the torque amplification mode transmitted to the driving wheel side is selected. In traveling in such a torque amplification mode, the electric motor consumes electric power to generate its output torque. For example, it is a hybrid vehicle as described in Japanese Patent Application Laid-Open No. 11-262106.

[0003]

By the way, in a hybrid vehicle, a charge request is issued when the remaining charge amount of a power storage device becomes equal to or less than a predetermined value during traveling. Therefore, it is necessary to start charging the power storage device in accordance with the charge request. There is. However, if the charging request is issued while the vehicle is running in the torque amplification mode, in the conventional hybrid vehicle, it is necessary to generate the electric motor, which had functioned as the prime mover, in the reverse rotation state. Therefore, the internal combustion engine is operated in a high-rotation, low-torque region where fuel consumption is poor, and the fuel efficiency of the vehicle cannot be obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to operate an engine in a fuel-efficient operation region when a charging request is made during traveling in a torque amplification mode. It is an object of the present invention to provide a control device for a hybrid vehicle which can be charged by charging.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to transmit an output torque of an electric motor and an output torque of an internal combustion engine to drive wheels via a torque combining / distributing mechanism. (A) a generator connected to a crankshaft of the internal combustion engine, and (b) an output torque of an electric motor is added to an output torque of the internal combustion engine to be transmitted to drive wheels. Torque amplification mode determination means for determining whether or not the torque amplification mode, (c) charge request determination means for determining whether or not there is a charge request of the power storage device, (d) during running of the vehicle,
When the torque amplification mode determination means determines that the current mode is the torque amplification mode and the charge request determination means determines a charge request, the output torque of the internal combustion engine is increased and the generator torque is increased by the output torque of the internal combustion engine. And internal combustion engine control means for causing the internal combustion engine to generate power.

[0006]

In this manner, when it is determined that the vehicle is in the torque amplification mode and the charging request is determined while the vehicle is running, the output torque of the internal combustion engine is increased by the internal combustion engine control means. In addition, the generator is generated by the output torque of the internal combustion engine. For this reason, since the generator generates electric power without increasing the rotation speed of the internal combustion engine, a part of the output torque of the internal combustion engine is consumed, so that charging is performed without increasing the rotation speed of the internal combustion engine so much. Therefore, when there is a charge request during traveling in the torque amplification mode, the internal combustion engine can be operated in the low-rotation high-torque operation region with good fuel efficiency to perform charging.

[0007]

In another preferred embodiment of the present invention, the torque synthesizing and distributing mechanism is a planetary gear device having three elements of a sun gear, a ring gear, and a carrier which rotatably supports a planetary gear meshing with the sun gear, The first of the three elements
An element is connected to the internal combustion engine, a second element is connected to the electric motor, and a third element is connected to an input shaft of the transmission.

Preferably, the apparatus further includes a constant rotation control means for controlling the internal combustion engine to be in a constant rotation state when the torque amplification mode determination means determines that the torque amplification mode is set. With this configuration, even when a request for charging is made during traveling in the torque amplification mode, the charging is performed without changing the rotation speed of the internal combustion engine. Can be The constant rotation control means preferably controls the amount of power generated by the generator so that the rotation speed of the internal combustion engine is constant.

Preferably, the vehicle further includes load determining means for determining whether the load on the vehicle is large, and the load determining means determines that the load, that is, the (required) driving force is large. In such a case, the internal combustion engine control means increases the rotational speed of the internal combustion engine as compared to before, and the constant rotation control means causes the electric motor to generate power instead of the generator. In this way, it is possible to simultaneously respond to a large required driving force and a large charging request.

[0010]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a schematic configuration diagram illustrating a hybrid control device 10 of a hybrid vehicle to which the present invention is applied, and FIG. 2 is a power transmission system (drive device) including a power transmission system, that is, a transmission 12 of the hybrid vehicle of FIG. FIG.

Referring to FIGS. 1 and 2, a power transmission system of a hybrid vehicle includes an engine 14, which is an internal combustion engine that generates a power, that is, an output torque, corresponding to the amount of fuel supplied by combustion of supplied fuel, an electric motor, and Front motor generator (hereinafter, referred to as FMG) 16 functioning as a generator, and double pinion type planetary gear device 1
8 and FF (front engine
Front drive) Mounted horizontally on vehicles and used. The engine 14 is connected to the sun gear 18s of the planetary gear set 18, and includes the ring gear 18r and the sun gear 1s.
The FMG 16 is connected to a carrier 18c that rotatably supports the planetary gear 18p meshing with the gear 8s, and the ring gear 18r is connected to the case 20 via a first brake B1. The carrier 18c is the first
The input gear 22 is connected to the input shaft 22 of the transmission 12 via the clutch C1, and the ring gear 18r is connected to the input shaft 22 via the second clutch C2. Engine 1
The FMG 4 and the FMG 16 function as prime movers of a hybrid vehicle, and the planetary gear set 18 is a gear type differential and functions as a combined power distribution mechanism.

Each of the clutches C1 and C2 and the first brake B1 is a wet multiple disc hydraulic friction engagement device that is frictionally engaged by a hydraulic actuator, and is supplied from, for example, a hydraulic control circuit 24 shown in FIG. The hydraulic oil is frictionally engaged by the hydraulic oil. FIG.
FIG. 3 is a diagram showing a main part of the hydraulic control circuit 24. An original pressure PC generated by an electric hydraulic pressure generator 26 including an electric pump (not shown) is supplied to a shift lever 30 (see FIG. 1) via a manual valve 28. ) Are supplied to the clutches C1, C2 and the brake B1 according to the shift position. The shift lever 30 is a shift operation member operated by the driver, and in this embodiment, is “B”,
The manual valve 28 is selectively operated in five shift positions of "D", "N", "R", and "P".
0, and can be mechanically switched according to the operation of the shift lever 30.

The "B" position is a shift position in which a relatively large power source brake is generated by a downshift of the transmission 12 or the like during forward traveling, and the "D" position is a shift position in which the vehicle travels forward. In the shift position, the original pressure PC is supplied from the output port 28a to the clutches C1 and C2. The original pressure PC is supplied to the first clutch C1 via the shuttle valve 31. The “N” position is a shift position for interrupting power transmission from the power source, the “R” position is a shift position for reverse running, and the “P” position is a parking lock device (not shown) for interrupting power transmission from the power source. The shift position is a shift position in which the rotation of the drive wheels is mechanically prevented by the above operation. In these shift positions, the original pressure PC is supplied from the output port 28b to the first brake B1. The original pressure PC output from the output port 28b is also input to the return port 28c, and in the "R" position, the shuttle valve 31 passes through the output port 28d from the return port 28c to the first clutch C
1 is supplied with an original pressure PC.

[0014] Clutches C1, C2 and brake B1
Are provided with control valves 32, 34 and 36, respectively, so that the oil pressures P _C1 , P _C2 and P _B1 thereof are controlled. ON for hydraulic pressure P _C1 of clutch C1
The pressure is regulated by the -OFF valve 38, and the pressure of the clutch C2 and the brake B1 is regulated by the linear solenoid valve 40.

Each running mode shown in FIG. 4 is established according to the operating states of the clutches C1, C2 and the brake B1. That is, in the “B” position or the “D” position, any one of the “ETC mode”, the “direct connection mode”, and the “motor running mode (forward)” is established. In the “ETC mode”, the second clutch C2
And the first clutch C1 and the first brake B1 are released, in other words, the sun gear 18s,
With the carrier 18c and the ring gear 18r relatively rotatable, the engine 14 and the FMG 16 are operated together to apply torque to the sun gear 18s and the carrier 18c, rotate the ring gear 18r, and cause the vehicle to travel forward. In the "direct connection mode", the engine 14 is operated to cause the vehicle to travel forward while the clutches C1 and C2 are engaged and the first brake B1 is released. In the “direct connection mode”, the FMG 16 is also powered and controlled according to the charged amount (remaining capacity) SOC of the battery 42 (see FIG. 1) that stores electric energy for motor driving, and the engine torque is reduced accordingly. By controlling the power generation of the FMG 16 and increasing the engine torque by that amount, the state of charge SOC is maintained within an appropriate range in which the charge and discharge efficiency is excellent. Also,
In the “motor running mode (forward)”, the first clutch C1
And the second clutch C2 and the first brake B1 are released, so that the vehicle is driven forward only by the FMG 16 with the engine 14 disconnected. The second clutch C2 is disengaged at the time of switching from the “direct connection mode” to the “motor running mode” and disconnects the engine 14 from the power transmission system.
It functions as a power transmission opening / closing device that transmits or shuts off power between the engine 14 and the drive wheels 52 or the transmission 12.

FIG. 5 is an alignment chart for explaining an operation state of the planetary gear device 18 in the forward mode.
"S" is a sun gear 18s, "R" is a ring gear 18r,
“C” represents the carrier 18c, and the interval between them is determined by the gear ratio ρ (= the number of teeth of the sun gear 18s / the number of teeth of the ring gear 18r). Specifically, "S"
Assuming that the interval between “R” and “C” is 1, the interval between “R” and “C” becomes ρ, and in this embodiment, ρ is, for example, about 0.6. The torque ratio in the ETC mode in FIG. 5A is engine torque Te: CVT input shaft torque Tin: motor torque Tm = ρ: 1: 1−ρ, and the motor torque Tm may be smaller than the engine torque Te. With
In a steady state, the torque obtained by adding the motor torque Tm and the engine torque Te is the CVT input shaft torque Tin.
become. CVT means a continuously variable transmission. In this embodiment, a belt-type continuously variable transmission is provided as the transmission 12.

Returning to FIG. 4, in the "N" position or the "P" position, either "neutral" or the "charge / Eng start mode" is established, and in the "neutral", the clutches C1, C2 and the first Release any of the brakes B1. In the “charging / Eng start mode”, the clutches C1 and C2 are released, the first brake B1 is engaged, and the FMG 16 is rotated in the reverse direction.
4 or the planetary gear set 18
The FMG 16 is driven to rotate through the power source and the power generation is controlled.
Or charge 2.

In the "R" position, a "motor traveling mode (reverse)" or a "friction traveling mode" is established. In the "motor traveling mode (reverse)", the first clutch C1 is engaged and the second clutch is engaged. With the C2 and the first brake B1 released, the FMG 16 is rotated in the reverse direction to rotate the carrier 18c and the input shaft 22 in the reverse direction, thereby causing the vehicle to travel backward. The "friction running mode" is executed when an assist request is issued during the reverse running in the "motor running mode (reverse)", in which the engine 14 is started and the sun gear 18s
By rotating the first brake B1 in a state in which the ring gear 18r is rotated in the forward direction along with the rotation of the sun gear 18s, thereby restricting the rotation of the ring gear 18r. The reverse driving force is applied to the carrier 18c to assist the reverse traveling.

The transmission 12 is a belt-type continuously variable transmission. Power is transmitted from an output shaft 44 of the transmission 12 to a ring gear 50 of a differential device 48 via a counter gear 46. The power is distributed to the front wheels 52 in the present embodiment. The transmission 12 includes a pair of variable pulleys 1.
2a, 12b, the speed ratio γ (= input shaft rotation speed Nin / output shaft rotation speed Nout) is continuously changed by changing the V groove width by the hydraulic cylinder, and the belt tension is adjusted. It is supposed to be. The hydraulic control circuit 24 includes a circuit for controlling the transmission ratio γ and the belt tension of the transmission 12, and hydraulic oil is supplied from a common electric hydraulic pressure generator 26. The hydraulic oil of the hydraulic control circuit 24 is also accumulated in an oil pan to lubricate the planetary gear unit 18 and the differential unit 48,
A part of the FMG 16 is supplied to the FMG 16, and flows through the housing of the FMG 16, flows through a cooling passage formed in the housing, or flows in contact with the housing, thereby cooling the FMG 16.

In the hybrid control device 10 of the present embodiment, the HVECU 6 which is a hybrid electronic control device is used.
0 is provided with a CPU, a RAM, a ROM, etc.
The electronic throttle ECU 62, the engine ECU 64, the M / GE by executing signal processing according to a program stored in the ROM in advance while utilizing the temporary storage function of
The CU 66, the T / MECU 68, the ON / OFF valve 38 of the hydraulic control circuit 24, the linear solenoid valve 40, the starter of the engine 14, the auxiliary drive motor, and a starter motor generator (hereinafter referred to as S
70 (referred to as MG). Electronic throttle EC
U62 controls the opening of the electronic throttle valve 72 of the engine 14 using an actuator (not shown). The engine ECU 64 controls the engine output based on the fuel injection amount of the engine 14, the variable valve timing mechanism, the ignition timing, and the like. The M / GECU 66 controls the powering torque and the regenerative braking torque of the FMG 16 via the inverter 74. The T / MECU 68 controls the transmission ratio γ of the transmission 12, the belt tension, and the like. The SMG 70 functions as an electric motor and a generator, is operatively connected to the engine 14, and is connected to the crankshaft of the engine 14 via a power transmission device such as a belt or a chain.

The HVECU 60 is supplied with a signal indicating the operation amount θac of an accelerator pedal 78 as an accelerator operation member from an accelerator operation amount sensor 76.
A signal indicating the shift position of the shift lever 30 is supplied from the shift position sensor 80. Further, an engine speed sensor 82, a motor speed sensor 84, an input shaft speed sensor 86, an output shaft speed sensor 88,
From the CVT oil temperature sensor 90, the engine rotation speed (rotation speed) Ne, the motor rotation speed (rotation speed) Nm, the input shaft rotation speed (rotation speed of the input shaft 22) Nin, and the output shaft rotation speed (rotation of the output shaft 44), respectively. Speed) Nout, hydraulic control circuit 2
Signals representing the operating oil temperature TH _CVT of No. 4 are supplied. The output shaft rotation speed Nout corresponds to the vehicle speed V. In addition, various signals indicating the operating state, such as the state of charge SOC of the battery 42, are supplied. Storage amount SO
C may be simply the battery voltage, or may be obtained by sequentially integrating the charge / discharge amount. The accelerator operation amount θac corresponds to the driver's required output, and the opening of the electronic throttle valve 72 is basically controlled in accordance with the accelerator operation amount θac.

FIG. 6 shows a main part of the control function of the hybrid electronic control unit HVECU 60, that is, the first electronic control unit.
During the “ETC mode” in which the clutch C1 is disengaged and the second clutch C2 is engaged, the output torque of the engine 14 and the output torque of the FMG (positive torque output during power running by the supplied power) are combined. Functional block for explaining an engine rotation speed control function or an engine torque control function when there is a charge request during traveling in a torque amplification mode in which a torque larger than the output torque of the engine 14 is output to the input shaft 22 of the transmission 12. FIG. In FIG. 6, torque amplification mode determination means 100
Determines whether or not the mode is the torque amplification mode in which the output torque of the FMG 16 is added to the output torque of the engine 14 and transmitted to the drive wheels based on a command signal to the engine 14 and the FMG 16 and the like. Charge request determination means 102
Determines whether there is a charging request based on the state of charge SOC of the battery (power storage device) 42 falling below a predetermined value.

The generator control means 104 controls the running of the vehicle.
During the operation, the torque amplification mode
Charging request determination means 1
02, if the charging request is determined, increase the torque.
Compare the driving conditions of the vehicle in width mode before requesting charging.
To the same torque as before so that it does not change
Drive power to output from
The torque T described later_SMGSMG7 driven by rotation
By controlling the power generation amount of the engine rotation speed N
_EFeedback control to the target value before charging request
And the engine speed N_ETo maintain. This Geneley
The engine control unit 104 controls the engine speed N _EWith constant rotation
Function as constant rotation control means
are doing.

When the vehicle is running, the engine output torque determination means 106 determines whether the battery is in the torque amplification mode by the torque amplification mode determination means 100 and when the charge request determination means 102 determines that the battery has been charged. The torque T _SMG consumed to rotationally drive the _SMG 70 for charging of the battery 42 is determined based on the required charging amount so as to satisfy the required charging amount at that time. determining the engine output torque T _EC in charge that is increased from the value of the previous charge request by the addition torque T _SMG required to drive the SMG70 the engine output torque T _E.

The internal combustion engine control means, that is, the engine control means 108, as described above, determines that the vehicle is in the torque amplification mode by the torque amplification mode determination means 100 while the vehicle is running, and determines the charge request by the charge request determination means 102. The engine output torque determining means 10
6. The torque of the engine 14 is controlled so as to obtain the engine output torque T _EC during charging determined by the step 6 and is increased from the output torque up to that time, and the SMG 70 is rotationally driven by a part of the output torque of the engine 12. This causes the SMG 70 to generate power and charge the battery 42.

FIG. 7 shows a nomographic chart when a charge request is issued during traveling in such a torque amplification mode.
Controlled by, though the output torque T _E of the engine 14 are increased to the engine output torque T _EC in the charging, the torque required for driving the part of the engine output torque T _EC in its charging SMG70 Since it is consumed as T _SMG , the same torque as before the charging request is transmitted to the drive system. Therefore, in FIG. 7, the rotation speed of the sun gear 18s (the rotation speed N _{E of the} engine 14) and the rotation speed of the ring gear 18r (the transmission) Rotation speed N _IN of the 12 input shafts 22),
The straight line connecting the rotation speed of the carrier 18c (the rotation speed of the FMG 16) does not change compared to before the charging request is issued. For this reason, in FIG. 8, the operating point of the engine 14 is from the point A before the charging request is issued to the high torque point B where the engine speed _NE is the same, across the equal fuel consumption curve to improve the fuel efficiency. Moved to Incidentally, in the conventional control, because the charge request is issued when the engine rotational speed N _E is increased, the state shown by the broken line in FIG. 9, the engine rotational speed N _E from a point A before the charging request is issued in FIG. 8 Is moved along a constant fuel consumption curve to a point C having a high torque and a similar torque. 7 and 9, the upward arrow indicates the driving torque (positive torque), the downward arrow indicates the load torque, and the FMG 16 outputs the driving torque (power running), and thus functions as a motor. ing.

FIG. 10 is a flow chart for explaining the main part of the control operation of the HVECU 60 as the hybrid electronic control unit, that is, the engine speed control or the engine torque control when there is a charge request during traveling in the torque amplification mode. is there. In FIG. 10, in step SA1 corresponding to the torque amplification mode determination means 100 (hereinafter, step is omitted), it is determined whether the hybrid vehicle is running in the torque amplification mode. If the determination at SA1 is negative, this routine is terminated, but if affirmative, the charge request determination means 1
At SA2 corresponding to 02, it is determined whether a charging request has been made. If the determination at SA2 is negative, this routine is terminated.
SA corresponding to the engine output torque determining means 106
In 3, the vehicle is at the same time when the output torque T _EC of the engine 14 when it is traveling and during charging request torque amplification mode is determined based on the charge demand, in SA4 corresponding to the engine control unit 108, Engine 1
Output 4 is increased to the output torque T _EC, then in SA5 corresponding to the generator control unit 104, when the vehicle is traveling and during charging request torque amplification mode, a drive running condition till then with the driving power so as to output the same torque as before so as not to change from FMG16 supplied, the engine speed N _E power generation amount is controlled to SMG70 to be constant.

As described above, according to the hybrid control apparatus 10 of the present embodiment, when it is determined that the vehicle is in the torque amplification mode and the charging request is determined while the vehicle is running,
The engine 1 is controlled by the engine control means 108 (SA4).
4 is increased to the value T _EC during the charging request, and the output torque of SM 14
Since G70 is allowed to power generation, since the part of the output torque of the engine 14 by SMG70 without increasing the rotational speed N _E of the engine 14 is caused to power is consumed, the rotational speed N _E of the engine 14 Since the charging is performed without being raised so much, the charging can be performed by operating the engine 14 in the low-rotation high-torque operating region with good fuel efficiency when the charging is requested during the running in the torque amplification mode.

In this embodiment, a sun gear 18s, a ring gear 18r, and a planet gear 18p meshing with the sun gear 18s and the ring gear 18r are rotatably supported as a torque combining / distributing mechanism for transmitting the output torque of the engine 14 and the FMG 16 to the transmission 12. A planetary gear set 18 having three elements of a carrier 18c is used, a first element (sun gear 18s) of the three elements is connected to a crankshaft of the engine 14, and a second element (carrier 18c) is FMG.
16 and the third element (ring gear 18r) is connected to the input shaft 22 of the transmission 12, so that the torque combining and distributing mechanism is simply configured.

Preferably, when the torque amplification mode determination means 100 determines that the engine is in the torque amplification mode, the SMG 7 is controlled so that the engine 14 is in a constant rotation state.
Since it is intended to include power generation ie generator control unit 104 for controlling the consumption torque of 0, even when there is a charging request while traveling in the torque amplification mode, charging of the battery 42 in the rotational speed N _E of the engine 14 is not changed Is performed, the driving performance is improved without any uncomfortable feeling at the start of charging.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

FIG. 11 is a functional block diagram illustrating another example of the control function of the HVECU 60, which is a hybrid electronic control unit. FIG. 12 is a flowchart illustrating another example of the control operation of the HVECU 60. . FIG.
In the functional block diagram of FIG. 1, it is determined whether or not the operation amount θac of the accelerator pedal 78 representing the load of the vehicle, the vehicle driving force, or the required load of the prime mover is larger than the functional block diagram of FIG. The difference is that a load determining means 110 is provided, and the other is the same. In the present embodiment, when a charging request is issued during traveling in the torque amplification mode, the load determining means 110 determines that the operation amount θac of the accelerator pedal 78 is equal to or less than the determination reference value θj, that is, the vehicle is in a low load state. If it is determined, as in the embodiment of FIG.
The torque (T _EC −T _SMG ) used for driving the vehicle is made equal to the value before the charging request by causing the MG 70 to generate power and subtracting the torque T _SMG required for driving the engine from the engine output torque T _EC. Is operated at an operating point on the high-efficiency side with a low rotational speed and a high torque, for example, a point B in FIG. The solid line in FIG. 12 shows this state.

When the load determining means 110 determines that the operation amount θac of the accelerator pedal 78 exceeds the reference value θj, that is, when it is determined that the vehicle is under a heavy load, the generator control means The engine control means 108 operates the engine 14 at a higher rotation speed than before, while the 104 causes the FMG 16 to generate electric power with negative rotation positive torque instead of using the SMG 70. The dashed line in FIG. 12 indicates this state. As a result, the engine output torque responds to the temporary large required driving force, and at the same time, the FMG1
6 so that the FMG 16 does not run, and the FMG 16 also increases the amount of discharge (power consumption), thereby preventing the FMG 16 from charging.
16 to generate power.

FIG. 13 is a flowchart for explaining the control operation of the HVECU 60, which is the hybrid electronic control unit of the present embodiment. In FIG. 13, at SB1 corresponding to the torque amplification mode determination means 100, it is determined whether the hybrid vehicle is running in the torque amplification mode. If the determination at SB1 is negative, this routine is terminated, but if affirmative, SB2 corresponding to the charge request determination means 102 determines whether a charge request has been made. If the determination at SB2 is negative, this routine is terminated, but if affirmative, the SB corresponding to the load determination
In 3, it is determined whether or not the operation amount (accelerator opening) θac of the accelerator pedal 78 is larger than a predetermined reference value θj. If the determination in SB3 is negative, that is, if the load is low, SA3 to S3 in FIG.
Similar to A5, the engine output torque determining means 106
In SB4 corresponding to the vehicle at the same time when the output torque T _EC of the engine 14 when it is traveling and during charging request torque amplification mode is determined based on the charge demand, corresponding to the engine control unit 108 At SB5, the output of the engine 14 is increased to the output torque T _EC , and then at SB6 corresponding to the generator control means 104, when the vehicle is running in the torque amplification mode and the charging is requested, The driving power is supplied so that the same torque as before is output from the FMG 16 so as not to change from the driving traveling conditions, and S is set so that the engine rotation speed _NE is constant.
The power generation amount is controlled by the MG 70.

When the determination in SB3 is affirmative, that is, when the load is high, in SB7 corresponding to the engine output torque determination means 106, the charging is performed when the vehicle is running in the torque amplification mode and the charging is requested. An engine rotation speed at which a power generation amount that satisfies the required amount is output from the FMG 16 or an engine output torque for obtaining the engine speed is determined. Next, at SB8 corresponding to the engine control means 108, the rotational speed of the engine 14 is increased to the rotational speed determined at SB7,
Next, the SB corresponding to the generator control means 104
At 9, the FMG 16 is driven with the negative rotation positive torque, and then the generated power for charging the battery 42 is output.

As described above, in the present embodiment, when charging is requested during the torque amplifying mode running, in the case of a low load, the output torque of the engine 14 is increased and a part of the output torque is consumed by the SMG 70 to thereby increase the engine output. 14
In response to charging demands while operating it in a highly efficient operating area without changing the rotation speed of the
The rotation speed of the engine 14 is increased to drive the FMG 16 with the negative rotation positive torque so as to cope with a high load and a charging request. For this reason, according to the present embodiment, in the case of a low load, when there is a charge request during traveling in the torque amplification mode, the internal combustion engine is operated in a low-rotation high-torque operation region with good fuel efficiency to perform charging. For example, the same effects as those of the above-described embodiment can be obtained.
Further, a temporary high demand load can be dealt with by a high output in a high rotational speed state of the engine 14, thereby simultaneously satisfying the high acceleration performance and the charging demand of the vehicle.

Although the embodiments of the present invention have been described in detail with reference to the drawings, this is merely an embodiment,
The present invention is applicable in other aspects.

For example, in the first embodiment described above, the FMG 16 is used in addition to the engine 14 to input power to the planetary gear device (torque combining and distributing mechanism) 18, but an electric motor may be used. Further, although the SMG 70 for the engine starter is used as a generator operatively connected to the crankshaft of the engine 14, it may be a simple generator.

Although the planetary gear set 18 is used as the torque combining and distributing mechanism of the vehicle, other mechanisms such as a friction type torque combining and distributing mechanism may be used.

The power transmission mechanism of the vehicle includes various devices that transmit power, such as a continuously variable transmission that can change the gear ratio, a planetary gear type stepped transmission, a forward / reverse switching device, and a composite distribution mechanism. It may be provided.

Further, in FIG.
SA5 for generating power according to the above may be executed before SA3.

[0042] Furthermore, the constant in the above-described embodiments, although the engine rotational speed N _E has been a constant rotation by controlling the amount of power generated SMG70 by generator control unit 104, by adjusting the throttle opening θ and the ignition timing It may be a rotation.

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating a control device for a hybrid vehicle to which the present invention is applied.

FIG. 2 is a skeleton diagram illustrating a configuration of a power transmission system of the hybrid vehicle of FIG. 1;

FIG. 3 is a circuit diagram showing a part of the hydraulic control circuit of FIG. 1;

4 is a diagram illustrating a relationship between a plurality of traveling modes established in the hybrid drive control device of FIG. 1 and operating states of a clutch and a brake.

FIG. 5 is a collinear chart showing a relationship between rotation speeds of respective rotating elements of the planetary gear device in the ETC mode, the direct connection mode, and the motor traveling mode (forward) in FIG.

6 is a functional block diagram illustrating a main part of the control function of the HVECT of FIG. 1, that is, an engine speed control function at the time of a power generation request during the torque amplification mode.

7 is an alignment chart showing an interaction relationship among three elements of a torque combining and distributing mechanism of a vehicle, wherein a torque obtained by subtracting a torque consumed in a starter MG from an engine output torque increased by the control in FIG. It is a figure showing that it is determined so that it may become the value before a power generation request.

FIG. 8 is a diagram illustrating movement of the operating point of the engine when the engine output torque is determined as shown in FIG.

FIG. 9 is a diagram illustrating a change in the alignment chart at the time of a charge request in a conventional vehicle.

FIG. 10 is a flowchart illustrating a main part of the control operation of the HVECT of FIG. 6, that is, an operation of controlling the engine rotational speed when a power generation is requested in the torque amplification mode.

FIG. 11 is a functional block diagram for explaining a main part of a control function of HVECT according to another embodiment of the present invention, and is a diagram corresponding to FIG. 6;

12 is an alignment chart showing an interaction relationship among three elements of the vehicle torque combining and distributing mechanism in the embodiment of FIG. 11;
FIG. 8 is a diagram corresponding to FIG. 7.

13 is a flowchart illustrating a main part of the control operation of HVECT in the embodiment of FIG. 11, and is a diagram corresponding to FIG.

[Explanation of symbols]

10: Hybrid control device 14: Engine (internal combustion engine) 16: Front motor generator (FMG) 18: Planetary gear device (torque combining and distributing mechanism) 18s: Sun gear 18r: Ring gear 18c: Carrier 18p: Planetary gear 52: Drive wheel 60: HVECU (Electronic Control Device for High Bridge) 70: Motor Generator for Starter (Motor Generator) 100: Torque Amplification Mode Determination Means 102: Charge Request Determination Means 104: Generator Control Means (Constant Rotation Control Means) 106: Engine Output Torque Determination Means 108 : Engine control means (internal combustion engine control means) 110: load determination means

Continued on the front page (72) Inventor Kunihiko Jinno 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G093 AA06 AA07 AA16 BA19 DA01 DA06 DB00 DB01 DB11 DB19 EA02 EA03 EB09 EC02 5H115 PA12 PG04 PI16 PI22 PO02 PU01 PU19 PU25 PV09 QN01 RE03 SE04 SE05 SE08 TI01 TO04

Claims (5)

[Claims] 1. A control device for a hybrid vehicle in which output torque of an electric motor and output torque of an internal combustion engine are transmitted to drive wheels via a torque combining / distributing mechanism, wherein the control device is connected to a crankshaft of the internal combustion engine. A generator, a torque amplification mode determining means for determining whether or not the output torque of the electric motor is added to the output torque of the internal combustion engine to be transmitted to a drive wheel, and a torque amplification mode determination unit; and a request for charging the power storage device. Charge request determination means for determining whether or not the vehicle is running; and if the torque amplification mode determination means determines that the motor is in the torque amplification mode and the charge request determination means determines a charge request during traveling of the vehicle, Internal combustion engine control means for increasing the output torque of the internal combustion engine and causing the generator to generate electric power by a part of the output torque of the internal combustion engine. Control apparatus for a hybrid vehicle according to claim. 2. The torque combining and distributing mechanism includes a sun gear,
A planetary gear device having three elements, a ring gear and a carrier that rotatably revolves a planetary gear meshing with the ring gear. A first element of the three elements is connected to the internal combustion engine, and a second element is connected to the electric motor. The control device for a hybrid vehicle according to claim 1, wherein the third element is connected to the input shaft of the transmission. 3. A constant rotation control means for controlling the internal combustion engine to be in a constant rotation state when the torque amplification mode determination means determines that the internal combustion engine is in a torque amplification mode. Control device for hybrid vehicle. 4. The control device for a hybrid vehicle according to claim 3, wherein said constant rotation control means controls a power generation amount of said generator so that said internal combustion engine rotates at a constant rotation. 5. A load determining means for determining whether or not the load of the vehicle is heavy, and when the load determining means determines that the load is heavy, the internal combustion engine control means is provided. 5. The hybrid vehicle control device according to claim 4, wherein the controller further increases the rotation speed of the internal combustion engine than before, and the constant rotation control means causes the electric motor to generate power instead of the generator.