JP2004211709A - Hybrid drive mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that the use of a motor generator for starting an engine with cranking in the case of transition to an operation mode of travel with the engine as a power source causes so much delay of engine start and transition to the operation mode of travel with the engine as the power source as well. <P>SOLUTION: In the case that the engine 12 is started for transition to the mode of travel with the engine 12 as the power source, when an engine speed is a preset value or higher, the engine 12 is started with only engine starting control such as fuel injection without the need for cranking. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

  The present invention relates to a hybrid drive device, and more particularly to an engine start control at the time of shifting to an operation mode in which the vehicle runs using an engine as a power source.

A first rotary element connected to the engine via a first clutch, a second rotary element connected to the motor generator, and a third rotary element connected to the output member A hybrid drive having a combining and distributing mechanism for mechanically combining and distributing forces between them, and a second clutch for connecting the two rotating elements of the combining and distributing mechanism to integrally rotate the combining and distributing mechanism. An apparatus is described in, for example, Patent Document 1. According to such a hybrid drive device, by operating in a plurality of operation modes in which the engagement state of the first clutch and the second clutch and the operation state of the power source are different, the amount of exhaust gas and the amount of fuel consumption can be reduced. Can be.
JP-A-9-37411

  However, in such a hybrid drive device, when the engine is started and the operation mode is shifted to a running mode in which the engine is used as a power source, the engine is cranked and started by, for example, a motor generator. Therefore, there is a possibility that the start of the engine and the transition to the operation mode in which the vehicle runs using the engine as a power source may be delayed.

  According to a first aspect of the present invention, there is provided a hybrid drive device including an engine and a motor generator as a power source for driving a vehicle, and operating in a plurality of operation modes in which the operation states of the engine and the motor generator are different. When shifting to an operation mode in which the engine runs as a power source, the engine is started only by engine start control such as fuel injection without cranking when the engine rotation speed is equal to or higher than a predetermined value.

  According to a second invention, in the hybrid drive device of the first invention, two of the three rotating elements are respectively connected to the engine and the motor generator, and their outputs are mechanically combined and distributed to output members. It is characterized by having a combining and distributing mechanism for transmitting.

  According to the present invention, when shifting to the operation mode in which the engine is started and the vehicle runs using the engine as a power source, only engine start control such as fuel injection is performed without cranking when the engine speed is equal to or higher than a predetermined value. As a result, the engine is started, so that the start of the engine and the transition to the operation mode in which the vehicle runs using the engine as a power source become faster.

  Here, in a preferred aspect of the hybrid drive device of the present invention, in addition to the engine, the motor generator, and the composite distribution mechanism, the engagement and release of the engine and the engine through the composite distribution mechanism by being respectively engaged and disengaged. The motor generator includes a first clutch and a second clutch for establishing a plurality of operation modes in which the operation states are different.

  The combining and distributing mechanism includes, for example, a first rotating element connected to the engine via a first clutch, a second rotating element connected to a motor generator, and a third rotating element connected to an output member. The second clutch is arranged to mechanically combine and distribute forces between them, and the second clutch is arranged, for example, to connect two rotating elements of the composite distribution mechanism to rotate the composite distribution mechanism integrally. You.

  In this case, the plurality of operation modes include an engine operation mode in which the first clutch and the second clutch are engaged and the engine is rotationally driven, and a motor generator in which the first clutch is released and the second clutch is engaged. Operating mode, in which the first clutch is engaged, the second clutch is disengaged, and the engine and the motor generator are operated in a coordinated manner; the first clutch is disengaged, and the second clutch is engaged. In addition, by rotating and driving the motor generator with kinetic energy applied to the drive device, a regenerative braking mode or the like in which the power storage device is charged and a regenerative braking force is applied can be performed.

  The combining and distributing mechanism has three rotating elements that are operatively connected and relatively rotated, such as a planetary gear device and a bevel gear type differential device, and can mechanically combine and distribute forces. It is possible to use a planetary gear device. When a planetary gear device is used, it is desirable that a ring gear be the first rotating element, a sun gear be the second rotating element, and a carrier be the third rotating element.

  As the first clutch and the second clutch, a clutch capable of controlling the engaging force, such as a hydraulic clutch that is frictionally engaged by a hydraulic actuator and an electromagnetic clutch that is engaged by an electromagnetic force, are suitably used. The output member may be a drive wheel, but may be an input member of an automatic transmission.

  Further, the hybrid drive device of the present invention does not necessarily require a transmission, but a stepped gear type transmission such as a parallel two-shaft type or a planetary gear type, and a speed ratio can be steplessly changed. It is also possible to provide a continuously variable transmission such as a belt type or a toroidal type between the drive wheels.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 to which the present invention is applied.

  In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and includes an engine 12 such as an internal combustion engine that operates by burning fuel, and a motor generator having functions as an electric motor and a generator. 14, a single-pinion type planetary gear set 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and left and right drive wheels are provided from an output shaft 19 via a not-shown propeller shaft or a differential device. (Rear wheel).

In the planetary gear device 16 combining and distributing mechanism for synthesizing distribute mechanical forces constitute an electric torque converter 24 together with the motor-generator 14, a ring gear 16r of the first rotating element through a first clutch CE ₁ Engine 12, a sun gear 16s as a second rotating element is connected to a rotor shaft 14r of the motor generator 14, and a carrier 16c as a third rotating element is connected to an input shaft 26 of the automatic transmission 18. Further, the sun gear 16s and the carrier 16c is adapted to be connected by the second clutch CE _2. Note that the input shaft 26 of the automatic transmission 18 corresponds to an output member.

The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

  The automatic transmission 18 is a combination of an auxiliary transmission 20 composed of a front type overdrive planetary gear unit and a main transmission 22 having four forward stages and one reverse stage composed of a simple connection of three planetary gear trains.

Specifically, the configuration auxiliary transmission 20 is a planetary gear device 32 of a single pinion type, the clutch C ₀ of hydraulic to be frictionally engaged by a hydraulic actuator, it includes a brake B _0, and a one-way clutch F ₀ Have been. The main transmission 22 includes a third set of single-pinion type planetary gear unit 34, 36, 38, clutch C ₁ hydraulic that are frictionally applied by hydraulic actuators, C _2, the brake B _1, B _2, B ₃ and B ₄ and one-way clutches F ₁ and F ₂ are provided.

The hydraulic circuit 40 is switched by energization and non-excitation of the solenoid valves SL1 to SL4 shown in FIG. 2, or the hydraulic circuit 40 is mechanically switched by a manual shift valve connected to a shift lever (not shown). As a result, the clutches C ₀ , C ₁ , C ₂ and the brakes B ₀ , B ₁ , B ₂ , B ₃ , B ₄ are respectively engaged and released, and the neutral (N ), Five forward speeds (1st to 5th), and one reverse speed (Rev).

  Note that the automatic transmission 18 and the electric torque converter 24 are configured substantially symmetrically with respect to a center line, and a lower half of the center line is omitted in FIG.

  In the column of clutch, brake, and one-way clutch in FIG. 3, “係 合” indicates engagement, and “●” indicates that the shift lever shifts to an engine brake range, for example, a low speed range such as “3”, “2”, and “L” range. Engage when operated, and blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 40 is mechanically switched by a manual shift valve mechanically connected to a shift lever, and the forward gear is established. Shifts between 1st to 5th are electrically controlled by solenoid valves SL1 to SL4. Further, the speed ratio of the forward shift speed gradually decreases from 1st to 5th, and the speed ratio i ₄ = 1 at _4th . FIG. 3 shows an example of the gear ratio of each gear.

As shown in the operation table of FIG. 3, the shift between the second speed stage (2nd) and third shift stage (3rd), the engagement of the second brake B ₂ and the third brake B ₃ -A clutch-to-clutch shift that changes both release states. The circuit shown in FIG. 4 is incorporated in the above-described hydraulic circuit 40 in order to smoothly perform this shift.

  In FIG. 4, reference numeral 70 denotes a 1-2 shift valve, reference numeral 71 denotes a 2-3 shift valve, and reference numeral 72 denotes a 3-4 shift valve. The communication state of each port of the shift valves 70, 71, 72 at each shift speed is as shown below each shift valve 70, 71, 72. In addition, the number shows each shift stage.

A third brake B ₃ is connected via an oil passage 75 to a brake port 74 that communicates with the input port 73 at the first shift speed and the second shift speed among the ports of the 2-3 shift valve 71. This is the oil passage which orifice 76 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3. The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

The reference numeral 78 denotes a B3 control valve, which is the engagement pressure P _B3 of the third brake B ₃ to be controlled directly by the B3 control valve 78. That is, the B-3 control valve 78 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79. selectively output port 83 which is communicated with to the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

  On the other hand, among the ports of the 2-3 shift valve 71, a port 86 that outputs a D range pressure at a speed higher than the third speed is connected to a port 85 that opens at a position where the spring 81 is disposed via an oil passage 87. Communication. In addition, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

  Therefore, the B-3 control valve 78 has a pressure adjustment level set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. Is configured to be large.

  Further, reference numeral 89 in FIG. 4 denotes a 2-3 timing valve. The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, and a first plunger 91. It has a spring 92 disposed between them and a second plunger 93 disposed on the opposite side of the first plunger 91 with the spool 90 interposed therebetween.

  An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89, and the oil passage 95 is connected to the brake port 74 at the third or higher speed among the ports of the 2-3 shift valve 71. Is connected to a port 96 which communicates with the port.

  Further, the oil passage 95 branches on the way and is connected via an orifice to a port 97 opened between the small land and the large land. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, and the second brake B ₂ via an orifice to the port which is opened to the end of the second plunger 93 connected Have been.

The oil-passage 87 provided for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 104 having a check ball to open when the pressure discharged from the second brake B ₂ is interposed, explaining this oil passage 103 is below the orifice It is connected to the control valve 105.

Orifice control valve 105 is a valve for controlling the exhaust圧速degree from the second brake B _2, the second brake B ₂ is connected to a port 107 formed in an intermediate portion to be opened and closed by the spool 106 The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

A port 109 formed above the port 107 to which the second brake B ₂ is connected in the figure is a port selectively communicated with the drain port, and is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

  A control port 112 formed at an end of the port of the orifice control valve 105 opposite to the spring that presses the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. The port 114 outputs a signal pressure of the third solenoid valve SL3 at a speed lower than the third speed, and outputs a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed. is there.

  Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to a drain port.

  In the 2-3 shift valve 71, a port 116 that outputs the D range pressure at a speed lower than the second speed is connected to a port 117 that opens at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. They are connected via an oil passage 118. Further, a port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

Then, in FIG. 4, reference numeral 121 denotes a second accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Therefore, the transient hydraulic pressure P _B2 of the engagement / release of the second brake B ₂ changes at a higher pressure as the signal pressure of the linear solenoid valve SLN is lower. Other clutch C _1, C ₂ and the brake B ₀ accumulator in such a gear change is provided by the accumulator control pressure is allowed to act, the transient hydraulic pressure at the time of shifting depending on the torque T _I of the input shaft 26 Is controlled.

Further, reference numeral 122 denotes a C-0 exhaust valve, and further reference numeral 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 122 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

Therefore, according to the hydraulic circuit 40 described above, B3 control if port 111 of the valve 78 if communicating with the drain, the engagement pressure P _B3 of the third brake B ₃ B3 Control - directly by Rubarubu 78 The pressure can be regulated, and the pressure regulation level can be changed by the linear solenoid valve SLU.

If the spool 106 of the orifice control valve 105 is located at the position shown in the left half of the figure, the second brake B ₂ can release the pressure through the orifice control valve 105, so that the second brake B ₂ Can control the drain speed.

Furthermore, shifting from the second gear position to the third gear position, but not so-called clutch-to-clutch shifting gently engages the second brake B ₂ together slowly releasing the third brake B ₃ is performed By controlling the release transient hydraulic pressure P _B3 of the third brake B ₃ driven by the linear solenoid valve SLU based on the input shaft torque to the input shaft 26, the shift shock can be suitably reduced. The control of the hydraulic pressure _PB3 based on the input shaft torque can be performed in real time by feedback control or the like, but may be performed based only on the input shaft torque at the start of the shift.

The hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52 as shown in FIG. These controllers 50 and 52 is configured to include a microcomputer having a CPU, RAM, ROM or the like, the input shaft rotational speed N _I, the vehicle speed V (corresponding to the output shaft rotational speed N _O), the engine torque T _E, motor Various types of torque T _M , engine speed N _E , motor speed N _M , shift lever operation range, power storage amount SOC of power storage device 58 (see FIG. 5), brake ON / OFF, accelerator operation amount θ _AC, etc. The information is read and signal processing is performed according to a preset program.

The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M is determined from a motor current, the electricity storage amount SOC is Ya motor current during charging motor generator 14 functions as a generator Required from charging efficiency.

  The output of the engine 12 is controlled according to the operating state by controlling the throttle valve opening, the fuel injection amount, the ignition timing, and the like by the hybrid control controller 50.

  The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. Is supplied and is rotated by a predetermined torque, and a charging state in which regenerative braking (electric braking torque of motor generator 14 itself) functions as a generator to charge power storage device 58 with electric energy, The state is switched to a no-load state that allows the rotor shaft 14r to freely rotate.

The first clutch CE ₁ and the second clutch CE ₂ are switched between the engaged and disengaged states by the hybrid controller 50 switching the hydraulic circuit 40 via an electromagnetic valve or the like.

In the automatic transmission 18, the excitation state of the solenoid valves SL 1 to SL 4 and the linear solenoid valves SLU, SLT, SLN is controlled by the automatic transmission control controller 52, and the hydraulic circuit 40 is switched or hydraulic control is performed. The shift speed is switched according to a predetermined shift condition. The shift conditions are set, for example, by a shift map or the like using the running state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

  For example, as described in Japanese Patent Application No. 7-294148 filed earlier by the present applicant, the hybrid control controller 50 performs one of the nine operation modes shown in FIG. 7 according to the flowchart shown in FIG. Then, the engine 12 and the electric torque converter 24 are operated in the selected mode.

  In FIG. 6, in step S <b> 1, it is determined whether or not an engine start request has been issued, for example, in order to run the vehicle using the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. It is determined whether or not a command to start the motor 12 has been issued.

If there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 And the engine 12 is started by performing engine start control such as fuel injection.

This mode 9 is performed with the automatic transmission 18 in neutral when the vehicle is stopped, and when the vehicle is running using only the motor generator 14 that has released the first clutch CE ₁ as a power source as in mode 1, the first clutch CE ₁ And the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output. Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in neutral.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for a braking force, for example, whether the brake is ON or not. The operating range of the lever is an engine brake range such as L or 2 (a range in which the shift control is performed only at the low speed shift stage and the engine brake and the regenerative braking are applied), and the accelerator operation amount θ _AC is 0 or not. It is determined by whether the accelerator operation amount θ _AC is 0 or not.

  If this determination is affirmed, step S4 is executed. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step S5 is performed. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to, for example, a value of about 80% based on the charge / discharge efficiency of the power storage device 58 and the like.

Mode 8 is selected in step S5, the first clutch CE _1, as shown in FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the no-load motor generator 14 In this state, the engine 12 is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the The braking operation is reduced and the driving operation is facilitated. In addition, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to prevent the state of charge and discharge efficiency and the like from being impaired due to excessive power storage amount SOC of power storage device 58.

Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is apparent from FIG. 7 (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12, the motor-generator When the motor generator 14 is driven to rotate by the kinetic energy of the vehicle, the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle. And the driving operation is facilitated.

Further, since the first clutch CE ₁ are blocked is open the engine 12, since with no energy loss due to pulling rubbing of the engine 12, the electricity storage amount SOC is executed when less than the maximum storage amount B, The amount of charge SOC of the power storage device 58 does not become excessive and does not impair the performance such as charging and discharging efficiency.

  On the other hand, if the determination in step S3 is denied, that is, if there is no request for the braking force, step S7 is executed, and whether the engine start is requested is determined by using the engine 12 as a power source, for example, in mode 3. The determination is made based on whether or not the running vehicle is stopped, that is, whether or not the vehicle speed V ≒ 0.

  If this determination is affirmative, it is determined in step S8 whether the "P" range or the "N" range, which is the non-drive range, is selected by the shift lever, and the "P" range or the "N" range is determined. Is not selected, that is, if a drive range such as the "D" range or the "R" range is selected, mode 5 is selected in step S9, and the "P" range or the "N" range is selected. If yes, mode 7 is selected in step S10.

Mode 5 is selected by the step S9, the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ released (OFF), the engine 12 and operating conditions, The vehicle is started by controlling the regenerative braking torque (reaction force torque) of the motor generator 14, and a predetermined regenerative operation is performed so that a predetermined creep torque can be obtained even when the accelerator is OFF, that is, when the accelerator operation amount θ _AC is substantially zero. A braking torque is generated. This mode 5 is an example of a cooperative operation mode in which the engine 12 and the motor generator 14 are operated under cooperative control.

More specifically, assuming that the gear ratio of the planetary gear set 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear set 16: the motor torque T _M = 1: (1 + ρ _E ): ρ _E for example, if the order of 0.5 which is a common value of the gear ratio [rho _E, by half the torque of the engine torque T _E motor generator 14 is shared, approximately 1.5 times the torque of the engine torque T _E Output from the carrier 16c.

That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off and the motor generator 14 is put in the no-load state, the output from the carrier 16c becomes 0 just by rotating the rotor shaft 14r in the reverse direction, and the vehicle stops (creep torque = 0).

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. The engine torque T _M is increased by gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force. _The vehicle can be started smoothly with an output torque of (1 + ρ _E ) times _E.

Here, in this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. It is small and inexpensive. In this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase in the motor torque T _M. thereby preventing engine stall or the like due to the reduction in the number N _E.

Mode 7 is selected in step S10, the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ released (OFF), the engine 12 and the operation state, the motor The generator 14 is set in a no-load state so as to be electrically neutral, and when the rotor shaft 14r of the motor generator 14 is freely rotated in the reverse direction, the output of the automatic transmission 18 to the input shaft 26 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while the vehicle is running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request for starting the engine, step S11 is executed, and it is determined whether the required output Pd is equal to or less than a first determination value P1 set in advance. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is based on the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output shaft rotation speed N _O ), the gear position of the automatic transmission 18, and the like. , Calculated by a predetermined data map, an arithmetic expression, or the like.

  The first determination value P1 is a boundary value between a medium load region where the vehicle runs only with the engine 12 as a power source and a low load region where the vehicle runs only with the motor generator 14 as a power source. In consideration of the above, it has been determined through experiments and the like that the amount of exhaust gas and the amount of fuel consumption are minimized.

  If the determination in step S11 is affirmative, that is, if the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than a preset minimum state of charge A, and If ≧ A, mode 1 is selected in step S13. On the other hand, if SOC <A, mode 3 is selected in step S14. The minimum power storage amount A is a minimum power storage amount that is allowed to take out electric energy from power storage device 58 when traveling using motor generator 14 as a power source, and is, for example, 70% based on charge / discharge efficiency of power storage device 58 and the like. The value of degree is set.

The mode 1, the 7 As apparent from the first release clutch CE ₁ to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12, required output of the motor generator 14 The motor is driven to rotate by Pd, and the vehicle is started or run using only the motor generator 14 as a power source. The motor generator 14 is operated (torque generation) with a predetermined output so that a predetermined creep torque is obtained even when the accelerator is OFF, that is, when the accelerator operation amount θ _AC is substantially zero. Even if the mode 1 is selected, because the engine 12 first clutch CE ₁ is released is interrupted, the mode 6 less similarly pulled rubbing loss, by appropriate shift control of the automatic transmission 18 Efficient motor drive control is possible.

  Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 or less and the state of charge SOC of the power storage device 58 is the minimum state of charge A or more. Energy efficiency is higher than when the vehicle is traveling, so that fuel consumption and exhaust gas can be reduced. In addition, the power storage amount SOC of the power storage device 58 does not drop below the minimum power storage amount A, and performance such as charge / discharge efficiency is not impaired.

Mode is selected at step S14 3 are both engaged (ON) apparent to the first clutch CE ₁ and the second clutch CE ₂ from FIG. 7, the engine 12 and the operation state, the regenerative braking of the motor-generator 14 The power storage device 58 is charged with electric energy generated by the motor generator 14 while the vehicle is running with the output of the engine 12. The engine 12 is operated at an output equal to or higher than the required output Pd, and the current control of the motor generator 14 is performed such that the motor generator 14 consumes a marginal power greater than the required output Pd.

  On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is greater than the first determination value P1, in step S15, the required output Pd is greater than the first determination value P1 and less than the second determination value P2. It is determined whether or not P1 <Pd <P2.

  The second determination value P2 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined in advance by experiments and the like so as to be as small as possible.

  If P1 <Pd <P2, it is determined in step S16 whether or not SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17. If SOC <A, mode 2 is selected in step S14. Select mode 3.

  If Pd ≧ P2, it is determined whether or not SOC ≧ A in step S18. If SOC ≧ A, mode 4 is selected in step S19. If SOC <A, mode 2 is selected in step S17. select.

The mode 2, the 7 to clear the first clutch CE ₁ and the second clutch CE ₂ together engagement (ON) from operating the engine 12 at the required output Pd, the motor generator 14 no-load condition The vehicle is run using only the engine 12 as a power source.

In the mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in an operating state, and the motor generator 14 is rotationally driven. The vehicle is driven at high output using both power sources.

  This mode 4 is executed in a high load region where the required output Pd is equal to or larger than the second determination value P2. However, since the engine 12 and the motor generator 14 are used together, only one of the engine 12 and the motor generator 14 is used. Compared to traveling as a power source, energy efficiency is not significantly impaired, and fuel consumption and exhaust gas can be reduced. In addition, since the process is executed when the state of charge SOC is equal to or more than the minimum state of charge A, the state of charge SOC of the power storage device 58 does not drop below the minimum state of charge A and does not impair the performance such as charge and discharge efficiency.

  To summarize the operating conditions of the above modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, the mode 1 is selected in step S13 and the vehicle travels using only the motor generator 14 as a power source. In the medium load region of <Pd <P2, the mode 2 is selected in step S17 and the vehicle runs using only the engine 12 as a power source. In the high load region of P2 ≦ Pd, the mode 4 is selected in step S19 and the engine 12 and the motor generator are selected. The vehicle runs using both of the power sources 14 as power sources.

  When SOC <A, the power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where the required output Pd is smaller than the second determination value P2. In a high load region equal to or greater than the determination value P2, mode 2 is selected in step S17, and high-power running is performed by the engine 12 without charging.

  Mode 2 of step S17 is executed in the medium load region of P1 <Pd <P2 and when SOC ≧ A, or in the high load region of Pd ≧ P2 and when SOC <A. Since the energy efficiency of the engine 12 is higher than that of the motor generator 14, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

  In a high load region, mode 4 in which the motor generator 14 and the engine 12 are used together is desirable. However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, only the engine 12 in mode 2 is used. Is performed, power storage SOC of power storage device 58 is less than minimum power storage A and loss of performance such as charge / discharge efficiency is avoided.

Next, when the operation mode is switched between the mode 5 and the mode 6 in which the first clutch CE ₁ and the second clutch CE ₂ are both switched and controlled, the control becomes complicated or a shock occurs. The control operation for preventing the above will be described with reference to the flowchart of FIG.

  In FIG. 8, in step SA1, it is determined whether or not the switching of the operation mode has been performed according to the operation mode determination subroutine of FIG. If this determination is affirmative, in step SA2, it is determined whether or not the switching determination of the operation mode is a switching determination from mode 6 to mode 5.

When the determination in step SA2 is affirmative, for example, when the accelerator pedal is depressed in the regenerative braking mode (mode 6) in which the accelerator is OFF and the switching to the engine start mode (mode 5) is performed, in step SA3, by switching control and hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the first clutch CE ₁ is switched from the released state (OFF) to the engaged state (ON). In step SA4, the first clutch CE ₁ whether been completely switched to the engaged state (ON) or not. This determination is or determines, for example, whether or not a predetermined time has elapsed by the timer, or to determine the hydraulic pressure of the first hydraulic actuator of the clutch CE ₁ directly detected and the rotational speed of the rotating speed and the engine 12 of the ring gear 16r Is determined by judging whether or not approximately matches.

If the determination in step SA4 is affirmative, the engine 12 is started in step SA5. When the first clutch CE ₁ is engaged, the engine 12 is to be rotated at a rotational speed corresponding to the running speed of the vehicle, if the sufficient speed to start the rotational speed of the engine 12, the mode 9 The engine 12 can be started only by performing fuel injection or the like without performing the above operation. However, if the rotation speed is too low, the engine 12 may be started by, for example, cranking the motor 12 with the motor generator 14. Subsequently, in step SA6, by switching control and hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the second clutch CE ₂ is switched from the engaged state (ON) to the released state (OFF).

On the other hand, if the determination in step SA2 is negative, it is determined in step SA7 whether or not a determination of switching the operation mode from mode 5 to mode 6 has been made in accordance with the operation mode determination subroutine of FIG. If this determination is affirmative, for example, when the accelerator pedal is depressed in the engine start mode (mode 5) and switching to the regenerative braking mode (mode 6) is performed, etc., in step SA8, by the switching control, hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the first clutch CE ₁ is switched from the engaged state (ON) to the released state (OFF).

Next, in step SA9, the rotation speed of the sun gear 16s is increased by the powering control of the motor generator 14. Subsequently in step SA10, whether or not the rotational speed of the sun gear 16s becomes substantially equal to the rotation speed of the carrier 16c is determined based on, for example, the motor rotational speed N _M and the input shaft rotational speed N _I. If this determination is denied, the rotational speed of the sun gear 16s is continuously increased by repeatedly executing step SA9 until the determination is affirmed. However, if this determination is affirmed, the powering control of the sun gear 16s ends. At the same time, the engine 12 is stopped in step SA11. In step SA12, by switching control and hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the second clutch CE ₂ is switched from the released state (OFF) to the engaged state (ON), then The motor generator 14 is controlled for regeneration (power generation control).

As described above, according to this embodiment, when both the switching control of the first clutch CE ₁ and the second clutch CE ₂ is performed, specifically, the case where the operation mode is switched from the mode 6 to the mode 5, when switching the operation mode from 5 to mode 6, since the switching timing of the first clutch CE ₁ and the second clutch CE ₂ is to prevent the synchronization, it is possible to perform the switching control of the clutches easily and accurately This prevents the control from being complicated and the occurrence of a shock as in the case of simultaneous switching.

The engagement and release of the first clutch CE ₁ and the second clutch CE ₂ may use sweep control. The stop of the engine in step SA11 may be performed following step SA8.

  On the other hand, to start the engine 12 and shift to the engine start mode (mode 5) in which the vehicle runs using the engine 12 as a power source, when the engine 12 is started in step SA5, the engine 12 is closed when the engine speed is equal to or higher than a predetermined value. Since the engine 12 is started only by the engine start control such as fuel injection without ranking, the start of the engine 12 and the transition to the engine start mode (mode 5) in which the engine 12 runs as a power source are faster. Become.

  As mentioned above, although one Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds was used. However, as shown in FIG. It is also possible to adopt an automatic transmission 60 composed of only the main transmission 22, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

  The present invention can be applied in various other modes without departing from the gist of the present invention.

1 is a skeleton diagram illustrating a configuration of a hybrid drive device to which the present invention is applied. FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG. 1. FIG. 2 is a diagram illustrating an operation of an engagement element that establishes each shift speed of the automatic transmission in FIG. 1. FIG. 2 is a diagram illustrating a part of a hydraulic circuit of the automatic transmission of FIG. 1. FIG. 3 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter. 2 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1. FIG. 7 is a diagram illustrating the operation states of modes 1 to 9 in the flowchart of FIG. 6. 9 is a flowchart illustrating an operation when switching an operation mode between a mode 5 and a mode 6; FIG. 2 is a skeleton view illustrating a configuration of a hybrid drive device including an automatic transmission different from the embodiment of FIG. 1. FIG. 10 is a diagram illustrating an operation of an engagement element that establishes each shift speed of the automatic transmission in FIG. 9.

Explanation of reference numerals

10: Hybrid drive unit 12: Engine 14: Motor generator 16: Planetary gear unit (combined distribution mechanism)
16r: ring gear (first rotating element)
16s: sun gear (second rotating element)
16c: Carrier (third rotating element)
26: Input shaft (output member)
50: Hybrid control controller

Claims (2)

A hybrid drive device including an engine and a motor generator as a power source for running the vehicle and operating in a plurality of operation modes in which the operation states of the engine and the motor generator are different.
When the engine is started and the operation mode is shifted to an operation mode in which the engine runs as a power source, the engine is started only by engine start control such as fuel injection without performing cranking when the engine rotation speed is equal to or higher than a predetermined value. A hybrid drive device. Two of the three rotating elements are connected to the engine and the motor generator, respectively, and are provided with a combining and distributing mechanism for mechanically combining and distributing their outputs and transmitting them to an output member. The hybrid drive device according to claim 1.

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