JP2005185064A - Parallel hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the racing of an engine and to obtain acceleration that meets the will of a driver, if a clutch that directly connects the engine and an electric rotation and driving source or its control means is faulty, and if an electricity-accumulating means cannot be charged. <P>SOLUTION: A motor/generator is configured to enable obtaining an acceleration force according to the will of the driver including the accelerator opening, by maintaining target motor/generator revolutions N<SB>M/Gt</SB>, which are in a direction reverse to the rotating direction of the engine and are of charging efficiency "0" that causes no current to flow into the electricity-accumulating means, to prevent the racing of the engine, and by generating positive output torque according to engine revolutions N<SB>E</SB>and throttle opening TH, i.e. motor/generator demand torque T<SB>M/Gt</SB>in the same direction as that of the engine. The motor/generator demanded torque T<SB>M/Gt</SB>may be corrected so as to enable obtaining the target motor/generator number of revolutions N<SB>M/Gt</SB>. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention has an engine and an electric motor as an electric rotational drive source that also serves as a generator, and transmits the output torque to a transmission via a differential device that is a torque synthesizing mechanism. In addition, the present invention relates to a parallel hybrid vehicle in which travel driving force is obtained by one or both of the motor and the electric motor.

  As a conventional parallel hybrid vehicle, for example, the output torque of an engine and the output torque of a motor generator (electric rotational drive source) are combined by a differential device composed of a planetary gear mechanism, and the resultant is transmitted via a transmission. It transmits to a driving wheel (for example, patent document 1). In this parallel hybrid vehicle starting method, the motor generator is caused to generate torque so that the rotation speed of the motor generator matches the engine rotation speed while suppressing an increase in the engine rotation speed. When the generator speed and the engine speed match or nearly match, the engine and motor generator are directly connected by a lock-up clutch, and thereafter only the engine or the engine and motor generator unless the vehicle speed decreases. A driving force is generated with the machine.

By the way, in the parallel hybrid vehicle as described above, regenerative electric power can be obtained by regenerating the motor generator. This regenerative power is stored in a power storage device, and used as energy when the motor generator is used as a motor. Further, when the motor generator is regeneratively operated, the kinetic energy of the vehicle is converted into regenerative power, so that the regenerative braking force acts on the electric driving wheels driven by the motor generator. At this time, if regenerative braking is performed with the lock-up clutch engaged, there is a problem that the kinetic energy of the vehicle consumed by the engine is large and sufficient regenerative power cannot be obtained. Therefore, for example, the state of charge of the battery, that is, the power storage device is detected, and the smaller the power storage state of the detected power storage device is, the larger the regenerative power by the motor generator is. There is one that selects an engaged state and controls the operating state of the engine and the motor generator and the shift stage of the transmission according to the selected shift stage and the engaged state of the lockup clutch (for example, Patent Document 2). That is, when the storage state of the battery is small, the kinetic energy of the vehicle consumed by the engine is reduced by releasing the lock-up clutch, thereby increasing the regenerative power by the motor generator. At this time, the engine and the motor generator are differentiated by a differential device comprising the planetary gear mechanism.
Japanese Patent Laid-Open No. 10-304515 JP 2003-104090 A

  By the way, when the power storage device cannot be charged, for example, when the power storage state is full, normally, it is necessary to engage the lock-up clutch during high-speed traveling so that the braking force is generated only by the engine. Preventing charging or slip-controlling the lock-up clutch when starting, prevent the motor generator from rotating and generating power by rotating it in the opposite direction to the engine. When the motor generator starts rotating in the same direction as the engine, the motor generator It is conceivable to make the machine power to discharge.

However, since these methods are based on the assumption that the lockup clutch operates normally, these methods cannot be applied in an abnormal situation where the lockup clutch cannot be engaged.
The present invention has been developed to solve the above problems, and can run while using an electric rotational drive source such as a motor generator even when the lockup clutch is abnormal and the power storage device cannot be charged. An object of the present invention is to provide a parallel hybrid vehicle.

  In order to solve the above problems, the parallel hybrid vehicle of the present invention has a charging efficiency that is opposite to the rotational direction of the engine and when the abnormality of the engagement control means such as the lockup clutch is detected and the power storage device cannot be charged. The output torque of the electrical rotational drive source is controlled to the required torque while rotating the electrical rotational drive source at a rotational speed at which becomes zero. Note that the state where the charging efficiency is zero indicates a state where no current flows between the electric rotation drive source and the power storage device even though the electric rotation drive source is powering or regenerating.

  Thus, according to the parallel hybrid vehicle of the present invention, when an abnormality of the engagement control means such as the lockup clutch is detected and the power storage device cannot be charged, the charging efficiency is opposite to the engine rotation direction and the charging efficiency is zero. The output torque of the electric rotation drive source is controlled to the required torque while rotating the electric rotation drive source at a rotation speed of the electric rotation drive such as a motor generator without charging the power storage device. It is possible to travel using the source.

Embodiments of a parallel hybrid vehicle drive device according to the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention, and an AC motor / generator (electric rotation) composed of an engine 1, a generator, and a three-phase synchronous motor / generator acting as an electric motor. The output side of the drive source 2 is connected to the input side of a differential device (planetary gear mechanism) 3 that is a torque combining mechanism, and the output side of the differential device 3 is not equipped with a starting device such as a torque converter. It is connected to the input side of the transmission 4 and the output side of the transmission 4 is coupled to the drive wheels 5 via a final reduction gear or the like (not shown). Incidentally, in this embodiment, an oil pump 13 is disposed between the differential device 3 and the transmission device 4, and the fluid pressure generated by the oil pump 13 is used to control and differentially control the transmission device 4. This is used for releasing the lock-up clutch of the device 3.

Here, the engine 1 is controlled by an engine controller EC. The motor / generator 2 has, for example, a stator 2S and a rotor 2R shown in FIG. 2, and is connected to a motor / generator drive circuit 7 connected to a power storage device 6 composed of a rechargeable battery or capacitor. Drive controlled.
The motor / generator drive circuit 7 includes a chopper 7a connected to the power storage device 6 and, for example, six IGBTs connected between the chopper 7a and the motor / generator 2, and converts direct current into three-phase alternating current. When a duty control signal DS from a motor / generator controller 12 (described later) is input to the chopper 7a, a chopper signal having a duty ratio corresponding to the duty control signal DS is obtained. It outputs to the inverter 7b. The inverter 7b acts as an electric motor when the motor / generator 2 is rotating forward and based on a rotation position detection signal of a position sensor that detects the rotational position of the rotor of the motor / generator 2 (not shown), and generates a generator when the motor / generator 2 is rotating in the reverse direction. For example, the gate control signals of the respective IGBTs are formed so as to form a three-phase alternating current that is driven at a frequency synchronized with the rotation. Incidentally, since the motor / generator 2 is also used to drive the vehicle, like the engine 1, the rotation direction toward the vehicle driving side is defined as forward rotation, and the rotation direction in the opposite direction is defined as reverse rotation. .

  Further, as shown in FIG. 2, the differential device 3 includes a planetary gear mechanism 21 as a torque synthesizing mechanism. The planetary gear mechanism 21 forms a torque synthesizing mechanism while exhibiting a differential function between the engine 1 and the motor / generator. And a sun gear S, a plurality of pinions P (not shown) meshed at equiangular intervals on the outer peripheral side thereof, a pinion carrier C connecting the pinions P, and a ring gear R meshing with the outside of the pinion P, The ring gear R (first shaft) of the planetary gear mechanism 21 is connected to the engine 1, and the sun gear S (second shaft) of the planetary gear mechanism 21 is connected to the rotor 2R of the motor / generator 2, which is also the planetary gear mechanism. 21 pinion carriers C (third shaft) are connected to the input side of the transmission 4.

  A lockup clutch 36 for controlling the connection state between the sun gear S of the planetary gear mechanism 21, that is, the rotor 2 R of the motor / generator 2 and the output side of the engine 1 is interposed. Yes. Further, between the pinion carrier C of the planetary gear mechanism 21, that is, between the input side of the transmission 4 and the case 14, the rotation direction of the pinion carrier C and the transmission 4 is restricted to normal rotation, and reverse rotation is performed. Then, the one-way clutch OWC that is fastened and does not allow the reverse rotation is interposed. A damper may be interposed between the engine 1 and the ring gear R of the planetary gear mechanism 21.

  The lockup clutch 36 is constituted by, for example, a wet multi-plate clutch. The lockup clutch 36 is engaged and disengaged by supplying and discharging the hydraulic pressure from the hydraulic controller (engagement control means) 37 to the cylinder portion 36a. The hydraulic controller 37 has an electromagnetic valve 38 controlled by the motor / generator controller 12 and a hydraulic pressure generated by the oil pump 13 as a source pressure and an output pressure from the electromagnetic valve 38 as a signal pressure. A pressure regulating valve 39 for regulating the hydraulic pressure to be supplied to the cylinder portion 36a, and provided on the downstream side of the pressure regulating valve 39, and turns ON when the supply pressure to the cylinder portion 36a becomes a predetermined value or more to detect the supply pressure. And a possible hydraulic switch 40. The electromagnetic valve 38 is in a non-engaged state in which the ring gear R of the planetary gear mechanism 21, that is, the engine 1 and the transmission 4 is disconnected when the control signal CS supplied from the motor / generator controller 12 is at a low level. Further, when the control signal CS is at a high level, the pressure regulating valve 39 is controlled so as to be in a fastening state in which both are connected.

  Further, the transmission 4 is shifted by, for example, a first to fourth shift determined by the transmission controller TC with reference to a shift control map set in advance based on the travel speed and the throttle opening. Controlled by the ratio. Incidentally, the transmission 4 is a well-known automatic transmission. For example, each of the elements of two sets of planetary gear mechanisms can be fastened and released by a plurality of friction elements to achieve a forward four-speed gear ratio. The hydraulic pressure created by the oil pump 13 is used to release and fasten the elements. Further, the transmission 4 has an engine brake clutch that can transmit a reverse driving force from a driving wheel side (not shown), that is, a so-called road surface reaction force torque, to the torque synthesizing mechanism side by fastening. The transmission controller TC communicates with the engine controller EC and exchanges necessary information with each other as needed.

Further, the engine 1 and the motor / generator 2 are provided with an engine speed sensor 8 and a motor / generator speed sensor 9 for detecting the rotation speed of the output shaft thereof, and are selected by a select lever (not shown). Inhibitor switch 10 for outputting a range signal corresponding to the selected range, a throttle opening sensor 11 for detecting a throttle opening corresponding to depression of the accelerator pedal, a traveling speed sensor 14 for detecting the traveling speed of the host vehicle, and a brake pedal A brake fluid pressure sensor 15 for detecting a brake fluid pressure corresponding to the depressed state of the engine is provided. The rotation speed detection values N _E and N _{M / G of the} rotation speed sensors 8 and 9, the range signal RS and the throttle of the inhibitor switch 10 are provided. The throttle opening detection value TH of the opening sensor 11, the traveling speed V of the traveling speed sensor 14, and the brake Switch signal or the like of the brake fluid pressure P and the hydraulic switch 40 of the pressure sensor 15 is supplied to the motor / generator controller 12 for controlling the motor / generator 2 and the lock-up clutch 36. Further, the motor / generator controller 12 communicates with at least the transmission controller TC, for example, information such as the gear ratio (gear) of the transmission 4 and the engagement / release state of the engine brake clutch. In addition to being input as a device signal TS, it is configured to output a command to the transmission controller TC so that the gear ratio (gear stage) set by individual calculation processing is achieved in the transmission 4. Yes.

The motor / generator controller 12 includes a microcomputer 12e having at least an input side interface circuit 12a, an arithmetic processing unit 12b, a storage unit 12c, and an output side interface circuit 12d.
The input side interface circuit 12a includes the engine speed N _E of the engine speed sensor 8, the motor / generator speed N _{M / G} of the motor / generator speed sensor 9, the range signal RS of the inhibitor switch 10, the throttle opening. The throttle opening detection value TH of the degree sensor 11, the traveling speed V of the traveling speed sensor 14, the switch signal of the hydraulic switch 40, the brake fluid pressure P of the brake fluid pressure sensor 15, and the transmission signal TS of the transmission controller are input. Has been.

The arithmetic processing unit 12b enters an operating state when, for example, a key switch (not shown) is turned on and a predetermined power is turned on. First, initialization is performed, and driving duty control for the motor / generator 2 is performed. The signal MS and the power generation duty control signal GS are turned off, and the clutch control signal CS to the lockup clutch 36 is also turned off. Thereafter, at least at the time of starting, the engine rotational speed detection value N _E and the motor / generator rotational speed detection value. The motor / generator 2 and the lockup clutch 36 are controlled based on N _{M / G} , range signal RS, throttle opening detection value TH, and the like. Incidentally, in this embodiment, it is configured to perform a so-called idling stop in which the rotation of the engine 1 is stopped when the vehicle is stopped.

The storage device 12c stores in advance processing programs necessary for the arithmetic processing of the arithmetic processing device 12b, and stores various data necessary for the arithmetic processing of the arithmetic processing device 12b.
The output side interface circuit 12d supplies the drive duty control signal MS, the power generation duty control signal GS, and the clutch control signal CS, which are the calculation results of the arithmetic processing unit 12b, to the motor / generator drive circuit 7 and the electromagnetic solenoid 36a. Incidentally, the motor / generator 2 can also apply a braking force to the vehicle by using the back electromotive force.

Next, various operating states of the engine 1 and the motor / generator 2 by normal control performed by the motor / generator controller 12 according to the running state, the state of the power storage device, and the operation state of the vehicle will be described. .
As described above, in the present embodiment, the rotation of the engine 1 is stopped while the vehicle is stopped by the idling stop. Therefore, when the travel range including the drive range D is selected by operating the select lever, or the throttle opening TH exceeds “0” even when the parking range P or the neutral range N is selected. Since the pinion carrier C cannot be reversely rotated by the one-way clutch OWC when the motor / generator 2 is reversely rotated at a predetermined rotation speed (required rotation speed and torque) as in the above-mentioned JP-A-2003-104090, The engine 1 is rotated in the forward direction. In this state, the engine 1 starts rotating by injecting fuel. Along with this, driving of the oil pump is also started. When the parking range P or the neutral range N is selected, the input side and the output side of the transmission 4 are not connected. Therefore, the lockup clutch 36 is engaged, and the engine 1 and the motor / generator 2 are engaged. The engine 1 can be started to rotate by rotating the motor / generator 2 in the forward direction and generating torque in the forward direction.

  Thus, after the engine 1 starts rotating, when it is not necessary to start the vehicle, that is, when the foot brake is depressed, the battery 1 or the like can be stored using the rotational driving force of the engine 1. The device 6 is charged. That is, the motor / generator 2 is used as a generator to generate power. At this time, if the shift stage selected by the select lever is the parking range P or the neutral range N, the input side and the output side of the transmission 4 are not connected, so the lockup clutch 36 Then, the engine 1 and the motor / generator 2 are directly connected to each other, and a positive torque is applied while the motor / generator 2 is normally rotated by the engine 1 to generate power. On the other hand, when the driving range including the drive range D range is selected, the input side and the output side of the transmission 4 are connected, so that the pinion carrier C is not reversely rotated by the one-way clutch OWC. Then, while the motor / generator 2 is rotated in the reverse direction by the engine 1, a forward torque is applied to generate power.

In addition, when a driving range such as the drive range D is selected and the accelerator pedal is depressed, a larger value is set in advance as the throttle opening increases in the released state of the lock-up clutch 36 in order to start the vehicle. while maintaining the rotational speed of the engine 1 to the target engine speed N _EP being, in order to gradually forward rotation of the motor / generator 2, by which the positive torque, thereby the positive direction of the torque to the pinion carrier C Give the vehicle start acceleration. At this time, the motor / generator 2 functions as a generator when the motor / generator 2 is rotating in the reverse direction, and functions as a motor when the motor / generator 2 is rotating in the forward direction.

Eventually, when the rotational speed of the motor / generator 2 matches or substantially matches the predetermined rotational speed, that is, the engine rotational speed maintained at the target engine rotational speed _NEP , the lockup clutch 36 is engaged, and the engine 1 and the motor / generator 2 are directly connected to drive the vehicle. For example, in a situation where the vehicle is traveling at a high speed at a certain speed or higher, the accelerator pedal is depressed a large amount, the reduction ratio in the transmission 4 is large, or the power storage amount of the power storage device 6 is small. Since it is disadvantageous to use the motor / generator 2 as a motor, the motor / generator 2 does not generate torque, and generates a torque in the so-called free state only by the engine 1 and travels. On the other hand, the motor / generator 2 is used as a motor in situations where the traveling speed is low, the accelerator pedal depression amount is small, the reduction ratio in the transmission 4 is small, or the power storage amount of the power storage device 6 is large. However, the motor / generator 2 is rotated forward to generate a torque in the positive direction to assist the engine 1.

  In such a situation in which the vehicle is in a decelerating state with respect to such an acceleration traveling state and so-called engine braking is expected, the motor / generator 2 is used as a generator while the lock-up clutch 36 is kept engaged. Then, a negative torque is generated with respect to the road surface reaction force torque input from the drive wheels 5 to increase the braking force instead of or in addition to the original engine brake.

  In addition to such general traveling conditions, in the present embodiment, a creep traveling mode in the traveling range including the drive range D is set. For example, in the situation immediately after the engine rotation described above, the motor / generator 2 generates the positive torque while the engine 1 in the idle rotation state generates the positive torque. Make the vehicle creep. Further, when the engine 1 is not started to rotate, it is possible to generate a forward torque while rotating the motor / generator 2 in the forward direction, thereby causing the vehicle to creep.

  For example, when the vehicle starts with the accelerator pedal being depressed slightly, for example, it is not necessary to rotate the motor / generator 2 at a high speed to significantly accelerate the traveling speed. While the motor / generator 2 is slowly rotating in the forward direction, a constant torque in the positive direction is generated, and after the engine 1 and the motor / generator 2 are directly connected, the output torque of the engine 1 is further reduced to substantially reduce the motor / generator 2. / The vehicle can be started and accelerated only by the generator 2. On the other hand, when the vehicle starts with the accelerator pedal fully open, rotating the motor / generator 2 at a high speed reduces the motor torque and is often not sufficient for accelerating the vehicle. Then, the motor / generator 2 in the reverse rotation state after the start of the engine rotation is quickly forward-rotated, and the direct connection between the engine 1 and the motor / generator 2 is accelerated. After the direct connection, the engine output torque is increased, and the engine 1 The vehicle is started and accelerated with the output torque of the motor and the output torque of the motor / generator 2 to quickly reach a high traveling speed.

  In order to perform such control of the motor / generator 2, various arithmetic processes are performed in the arithmetic processing unit 12 b in the motor / generator controller 12. FIG. 3 shows the arithmetic processing for the overall control of the lockup clutch 36. This calculation process is executed as a timer interrupt process every predetermined sampling time ΔT of, for example, about 10 msec. In this flowchart, there is no particular step for communication, but necessary information is read from each controller and storage device as needed, and information obtained by calculation processing is output to each controller and storage device as needed. The

  In this calculation process, first, in step S1, abnormality detection of the power storage device 6 and the lockup clutch 36 is performed. Specifically, for example, when the control signal CS is output at a high level, that is, to output the lock-up clutch 36, the pressure regulating valve 39 is turned on when the switch signal of the hydraulic switch 40 is not in the ON state. Alternatively, it is determined that the solenoid valve 38 is abnormal. Further, for example, as a result of the disconnection determination of the solenoid valve 38 performed as needed based on the drive power supply voltage of the solenoid valve 38 or the like, it is determined that there is an abnormality even when the harness of the solenoid valve 38 is disconnected.

Next, the process proceeds to step S2, where it is determined whether or not the lock-up clutch 36 (including the hydraulic controller 37) is normal as a result of the determination in step S1, and if the lock-up clutch 36 is normal, step S2 is performed. The process proceeds to S3, and if not, the process proceeds to step S4.
In step S3, normal control as described above is performed according to the individual arithmetic processing, and then the process returns to the main program.

In step S4, for example, it is determined whether or not the power storage device 6 can be charged using whether or not the charge amount of the power storage device 6 is equal to or less than a predetermined value. The process proceeds to S5, and if not, the process proceeds to step S6.
In step S5, in accordance with an individual calculation process to be described later, the first fail control for dealing with an abnormality is performed, and then the process returns to the main program.
In step S6, the second fail control for dealing with an abnormality is performed in accordance with individual calculation processing described later, and then the process returns to the main program.

Next, the subroutine performed in step S5 of the arithmetic processing of FIG. 3 will be described using the flowchart of FIG. In this calculation process, first, in step S51, a target propeller shaft torque T _PS ^* that increases as the traveling speed V increases is calculated. In calculating the target propeller shaft torque T _PS ^* , the throttle opening TH detected by the throttle opening sensor 11 is used as a parameter, and the larger the throttle opening TH, the larger the value. In this embodiment, a correction coefficient α that is larger than “1” when the charge amount of the power storage device 6 is extremely small and smaller than “1” when it is remarkably large is calculated, and this correction coefficient α is calculated as the target propeller shaft. or to calculate the final target propeller shaft torque T _PS ^* by multiplying the torque T _PS ^*, road environment (uphill, downhill) or corrects the target propeller shaft torque T _PS ^* depending on and the vehicle weight .

Next, the process proceeds to step S52, where the engine required torque T _Et is calculated from the target propeller shaft torque T _PS ^* calculated in step S51. Here, as described above, the solenoid valve 38 in the hydraulic controller 37 itself is disconnected, or the ON signal of the hydraulic switch 40 is not detected even though the control signal CD is output. An abnormality in which the up clutch 36 cannot be engaged is detected. The engine required torque T _Et when the lockup clutch 36 is released is obtained from the transmission gear ratio R of the transmission 4 and the gear ratio of the differential device 3 (number of sun gear teeth / number of ring gear teeth). That is, a value obtained by dividing the target propeller shaft torque T _PS ^* by the gear ratio R and further dividing by (1 + the number of teeth ratio) is the engine required torque T _Et .

Next, the process proceeds to step S53, where the engine required torque T _Et calculated in step S52 is limited by the engine torque upper limit value _TELMT . The engine torque upper limit value T _ELMT is set as follows. That is, the load ratio of the motor / generator 2 is obtained by dividing the added value of the inertia (rotational inertia) of the engine 1 and the inertia of the motor / generator 2 by the inertia of the motor / generator 2. A value obtained by multiplying the load ratio of the motor / generator 2 by the continuous rated value of the torque of the motor / generator 2 and further multiplying by the gear ratio of the differential device 3, that is, the motor / generator 2 is the engine 1. Is a torque that can continue to be output stably. Therefore, if the output torque of the engine 1 is smaller than the stable output torque of the motor / generator 2 with respect to the engine 1, the motor / generator 2 rotates in the opposite direction to the engine 1, while the positive output torque, that is, the engine 1 can continue to generate torque in the same direction. Therefore, by rotating the motor / generator 2 in the direction opposite to that of the engine 1, an increase in the number of revolutions of the engine 1, that is, a so-called blow-up can be prevented, and the torque of the motor / generator 2 can be used as a driving force. . Accordingly, the stable output torque of the motor / generator 2 with respect to the engine 1 is set as the engine torque upper limit value _TELMT .

At the next step S54, the throttle opening sensor 11 the motor / generator from the detected engine speed N _E at the throttle opening TH and the engine speed sensor 8 detected by the required torque T _{M / Gt} Is calculated. Here, it sets according to the control map shown in FIG. That is, when the engine rotational speed N _E is in an idle rotational speed N _EIDLE is set as the sum of the engine torque T _E and the motor / generator demand torque T _{M / Gt} is the creep torque in the idle rotation state and, in the region where the engine rotational speed N _E is idle speed N _EIDLE above, increases set with increasing engine speed N _E and the motor / generator demand torque T _{M / Gt} linearly. The throttle opening TH is used for the increasing slope of the motor / generator required torque _{TM / Gt} , and the increasing slope is set to be larger as the throttle opening TH is larger. The upper limit value of the motor / generator required torque T _{M / Gt} is, of course, the continuous rated value of the output torque of the motor / generator 2.

At the next step S55, an instruction to set the required engine torque T _Et in the step S52 or step S53 to the engine controller EC.
Next, the process proceeds to step S56, where the motor / generator 2 is driven and controlled with the motor / generator required torque T _{M / Gt} calculated in step S54, and then the process returns to the main program.
According to this calculation process, the power storage device 6 can be charged, but the lock-up clutch 36 or the hydraulic controller 37 as its control means is abnormal, so the first fail control is performed as follows. That is, the engine required torque T _Et of the engine 1 is limited by the engine torque upper limit value T _ELMT , the motor / generator 2 is rotated in the opposite direction to the engine 1 to prevent the engine from blowing up, and the motor / power generation The motor 2 generates a motor / generator required torque T _{M / Gt} in the forward direction, that is, in the same direction as the engine 1 and is used for the driving force of the vehicle. As a result, for example, when the driver depresses the accelerator pedal, the vehicle can be accelerated to a certain extent according to the driver's intention while reliably preventing the engine 1 from blowing up.

Next, the subroutine performed in step S6 of the calculation process of FIG. 3 will be described with reference to the flowchart of FIG. In this calculation process, first, in step S61, the target propeller shaft torque T _PS ^*, which increases as the traveling speed V increases, is calculated as in step S51 of the calculation process of FIG.
Next, the process proceeds to step S62, and the engine required torque T _Et is calculated from the target propeller shaft torque T _PS ^* calculated in the step S61, similarly to the step S52 in the arithmetic processing of FIG.

Next, the process proceeds to step S63, and the engine request torque T _Et calculated in step S62 is limited by the engine torque upper limit value _TELMT , as in step S53 of the calculation process of FIG.
Next, the process proceeds to step S64, and the throttle opening TH detected by the throttle opening sensor 11 and the engine rotation are detected using the control map of FIG. 5 as in step S54 of the arithmetic processing of FIG. from the engine speed N _E detected by the number sensor 8 calculates the motor / generator demand torque T _{M / Gt.}

Next, the process proceeds to step S65, where the motor / generator required torque correction amount ΔT _{M / G} is calculated from the target motor / generator speed N _{M / Gt} with the charging efficiency “0”. First, FIG. 7 shows output characteristics of the rotational speed and torque of the motor / generator 2. Since the motor / generator generally has a constant output proportional to the product value of the rotation speed and the torque, the rotation speed and the torque are inversely proportional to each other (the outermost curve in each quadrant). For example, the first quadrant and the third quadrant of FIG. 7 are the power running of the motor / generator 2 and the discharge region from the power storage device 6 side, and the second quadrant and the fourth quadrant are regeneration or power generation of the motor / generator 2. From the power storage device 6 side, it is a charging area. Among such output characteristics, in the power generation region of the motor / generator 2, that is, in the charging region of the power storage device 6, in a region where the rotational speed and / or torque is small, for example, power is not generated (charged) due to loss or the like. / The power storage device 6 is discharged because the generator 2 rotates, that is, it is necessary to supply electric power. The loss includes, for example, copper loss due to current flowing through the motor / generator, iron loss due to generation of a rotating magnetic field, and power loss in an inverter element or cable. In the drawing, the region is indicated by hatching. Therefore, the hatched region is a region where charging efficiency is negative for the power storage device 6. As a result, the boundary between the positive and negative charge efficiency regions is the charge efficiency “0”. In this embodiment, the motor / generator 2 is rotated in the opposite direction to the engine 1 when the lock-up clutch 36 or the hydraulic controller 37 that is the control means is abnormal at the boundary portion of the charging efficiency “0”. The output torque of the motor / generator 2 is used as the output torque of the engine 1 in the same direction as the output torque of the engine 1, that is, as a positive output torque. Therefore, in the present embodiment, the rotation speed of the charging efficiency “0” with respect to the motor / generator required torque T _{M / Gt} calculated and set in step S64 is set as the target motor / generator rotation speed N _{M / Gt} . For the target motor / generator speed N _{M / Gt} set in this way, the current motor / generator speed N _{M / G} is calculated from the target motor / generator speed N _{M / Gt} as shown in FIG. In the case of deviation, for example, when the current motor / generator speed N _{M / G} is larger in the negative direction than the target motor / generator speed N _{M / Gt} , a positive correction torque is required. When the motor / generator speed N _{M / G} is smaller than the target motor / generator speed N _{M / Gt in the} positive direction, or when it is in the positive range, a correction torque in the negative direction is required. This correction torque, that is, the motor / generator required torque correction amount ΔT _{M / Gt} may be a positive / negative correction torque of an absolute value set in advance, or the current motor / generator rotation speed N _{M / G} and the target It is good also as a thing according to the difference value with motor / generator rotation speed NM _{/ Gt} .

Next, the process proceeds to step S66, and the motor / generator required torque T _{M / Gt} calculated in step S64 is corrected by the motor / generator required torque correction amount ΔT _{M / Gt} calculated in step S65.
Next, the routine proceeds to step S67, the instructing the set engine torque demand T _Et in the step S62 or step S63 to the engine controller EC.
Next, the process proceeds to step S68, where the motor / generator 2 is driven and controlled with the motor / generator required torque T _{M / Gt} calculated in step S66, and then the process returns to the main program.

According to this calculation process, the lock-up clutch 36 or the hydraulic controller 37 as its control means is abnormal, and the power storage device 6 cannot be charged. Therefore, the second fail control is performed as follows. That is, the engine required torque T _Et of the engine 1 is limited by the engine torque upper limit value T _ELMT , the motor / generator 2 is rotated in the opposite direction to the engine 1 to prevent the engine from blowing up, and the motor / power generation The motor 2 generates a motor / generator required torque T _{M / Gt} in the forward direction, that is, in the same direction as the engine 1 and is used for the driving force of the vehicle. Thus, for example, when the driver depresses the accelerator pedal, the vehicle can be accelerated to a certain extent according to the driver's will while reliably preventing the engine 1 from being blown up. At this time, since the rotation speed of the motor / generator 2 becomes the target motor / generator rotation speed N _{M / Gt} with the charging efficiency “0”, no current flows between the power storage device 6 and overcharge. And overdischarge can be suppressed and prevented.

In FIG. 9, the accelerator pedal is depressed from the coast state in which the accelerator pedal is released in a state where the lock-up clutch 36 or the hydraulic controller 37 which is a control means thereof is abnormal and the power storage device 6 cannot be charged. FIG. 9 shows the change over time in the rotational speed and torque by the calculation processing of FIG. Note that broken lines in the figure indicate changes over time in the rotational speed and torque when the lockup clutch 36 and the hydraulic controller 37 are normal and the power storage device 6 is also normal (when charging is possible). Since the second fail control has already started, the rotation speed N _{M / G} of the motor / generator 2 is the target motor / generator rotation speed N _{M / Gt with} the charging efficiency “0”, that is, the rotation direction of the engine 1. Is maintained in the reverse direction, that is, in a negative rotational speed. One engine speed N _E is the idling speed N _EIDLE , and the differential device 3 comprising the planetary gear mechanism makes a differential so that the carrier speed N _C is maintained at the same speed as normal. Yes. The engine torque T _E is the idle torque T _EIDLE in the idle rotation state, and the motor / generator required torque T _{M / Gt} in the positive direction set in the arithmetic processing of FIG. It said creep torque is applied to the carrier torque T _C of the planetary gear mechanism by the torque. This creep torque is the same value as in normal operation.

On the other hand, the accelerator pedal is depressed at time t _1, the throttle opening increases, although the engine torque T _E increases, the engine torque T _E is limited by the engine torque upper limit value T _ELMT. On the other hand, the motor / generator 2 keeps the rotation speed N _{M / G} at the negative target motor / generator rotation speed N _{M / Gt} with the charging efficiency “0”, while maintaining the motor / power generation in the positive direction. The machine required torque T _{M / Gt} is set, and the combined torque with the engine torque T _E becomes the carrier torque T _C of the planetary gear mechanism. As a result, the engine speed N _E gradually increases, but the motor / generator speed N _{M / G} is maintained at the negative target motor / generator speed N _{M / Gt} , so that the engine speed increases. Is prevented. Further, although the engine torque T _E is not as limited as normal, the acceleration force reflected in the driver's will is obtained as much as the carrier torque T _C is increased.

In each of the above embodiments, the case where a microcomputer is used as the controller has been described. However, various arithmetic circuits can be used instead.
Further, the position of the lock-up clutch 36 is not limited to the position described in the embodiment, and may be between the sun gear carrier and the carrier ring gear.
Further, the method of combining the three elements of the planetary gear mechanism, the engine, the motor / generator, and the output is not limited to that of the above embodiment.

1 is a schematic configuration diagram showing a first embodiment of a parallel hybrid vehicle of the present invention. It is a schematic diagram which shows an example of the differential gear used for the parallel hybrid vehicle of FIG. It is a flowchart which shows the arithmetic processing of the comprehensive control performed within the controller of FIG. It is a flowchart which shows the subroutine performed by the arithmetic processing of FIG. 5 is a control map used in the arithmetic processing of FIG. It is a flowchart which shows the subroutine performed by the arithmetic processing of FIG. It is an output characteristic figure of a motor / generator. It is explanatory drawing of the correction torque for obtaining a target motor / generator rotation speed. It is a timing chart explaining the effect | action of the arithmetic processing of FIG.

Explanation of symbols

1 is engine 2 is motor / generator (electric rotary drive source)
3 is a differential device 4 is a transmission 5 is a drive wheel 6 is a power storage device 7 is a motor / generator drive circuit 8 is an engine speed sensor 9 is a motor / generator speed sensor 10 is an inhibitor switch 11 is a throttle opening sensor 12, motor / generator controller 13, oil pump 14, running speed sensor 15, brake fluid pressure sensor 21, planetary gear mechanism 36, lockup clutch 37, hydraulic controller (engagement control means)
38, solenoid valve 39, pressure regulating valve 30, hydraulic switch OWC, one-way clutch S, sun gear P, pinion R, ring gear C, pinion carrier

Claims (2)

  An engine, an electric rotation drive source having both functions of a generator and an electric motor and capable of storing generated power in a power storage device, a transmission, a first shaft connected to the output shaft of the engine, and a second Any one of a differential device having an output shaft of the electrical rotation drive source connected to a shaft and an input shaft of the transmission device connected to a third shaft, and any of the first to third shafts of the differential device A lockup clutch that intermittently connects between the two shafts, an electrical rotational drive source rotational speed detection means that detects the rotational speed of the electrical rotational drive source, and a request to the electrical rotational drive source based on the state of the vehicle Electrical rotational drive source required torque calculating means for calculating torque, and electrical rotational drive source control for controlling the output torque of the electrical rotational drive source to the required torque calculated by the electrical rotational drive source required torque calculating means Means and the lockup A fastening control means for switching and controlling the switch between a non-fastened state and a fastened state; and an abnormality detecting means for detecting an abnormal state of the fastening control means, wherein the electrical rotation drive source control means is the abnormality detecting means. When an abnormality of the fastening control means is detected and the power storage device cannot be charged, the electric rotational drive source is rotated at a rotational speed that is opposite to the rotational direction of the engine and has a charging efficiency of zero. A parallel hybrid vehicle characterized in that an output torque of an electric rotational drive source is controlled to a required torque.   Engine required torque calculating means for calculating the required torque for the engine based on the state of the vehicle, and engine control means for controlling the output torque of the engine to the required torque calculated by the engine required torque calculating means, The engine control means is configured such that when an abnormality of the fastening control means is detected by the abnormality detection means and the power storage device cannot be charged, an output torque continuous rated value of the electric rotational drive source, engine inertia and electrical The parallel hybrid vehicle according to claim 1, wherein the output torque of the engine is limited by an engine torque upper limit value determined by an inertia of the rotational drive source and a gear ratio of the differential gear.

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