JP2006321488A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle having an engine and a motor generator capable of adding the output of the other source of driving force to the vehicle driving force based on a vehicle condition, while one source of driving force is in operation. <P>SOLUTION: The hybrid vehicle includes the engine, the motor generator, a torque converter, a lockup clutch being provided on a path for transmitting an engine torque to a wheel, and an automatic transmission provided between the torque converter and the wheel. The motor generator is connected to a wheel different from the wheel to which the engine torque is transmitted. The hybrid vehicle also includes an increase request detection means (steps 122, 123) for detecting a request for increasing the vehicle driving force; and a control means (step 124) for adding the output of the motor generator to the vehicle driving force while maintaining the engine torque, when the lockup clutch is engaged, the increase request of the driving force is detected, and no abrupt acceleration request is given. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle having a plurality of driving force sources for running a vehicle.

  Conventionally, by combining a plurality of driving force sources, a hybrid vehicle has been developed that makes use of the advantages of each driving force source to make up for defects and improve overall efficiency. An example of such a hybrid vehicle is described in Patent Document 1. In the hybrid vehicle described in Patent Document 1, an engine and a motor are used as driving force sources, and the driving force of the engine is transmitted to either the front wheels or the rear wheels, and the driving force of the engine is not transmitted. The wheels are configured to transmit the driving force of the motor.

  In addition, this hybrid vehicle is provided with a controller for controlling the running state, and the controller is used for running such as engine speed, throttle opening, steering angle, brake depression, accelerator pedal depression, and gear position. Various signals indicating the state are input. The controller assists the driving force or braking force of the engine during acceleration or deceleration in a straight traveling state or a small steering angle traveling state by a motor.

In JP-A-7-186748

  However, the hybrid vehicle described in Patent Document 1 described above is based on various signals input to the controller when the vehicle is accelerating or decelerating in a straight traveling state or a small steering angle traveling state. The shortage of power is merely compensated for by the motor, and no consideration is given to a transient situation associated with a change in the operating state of the engine and the transmission connected thereto. Therefore, it is difficult to say that the output of the motor used in parallel with the engine is sufficiently functioning for all the various situations that can occur from the start to the end of travel of the vehicle. There were limits to improvements in performance, drivability, and ride comfort.

  The present invention has been made against the background of the above circumstances. During the driving of any one of the driving force sources, another driving force is generated based on a change in the operating state of the driving force source or the power transmission device connected thereto. An object of the present invention is to provide a hybrid vehicle that can effectively use the output of the power source as the driving force or braking force of the vehicle.

  In order to achieve the above object, the invention of claim 1 is provided with an engine and a motor / generator as a driving force source of a vehicle, and a torque converter for transmitting torque via a fluid to a path for transmitting engine torque to wheels. And a lock-up clutch that selectively connects an input member and an output member of the torque converter, and a speed change is made on the path from the torque converter to the wheel based on the running state of the vehicle. In a hybrid vehicle provided with an automatic transmission capable of changing gears, the motor / generator is connected to a wheel different from a wheel to which engine torque is transmitted, the vehicle is running, and the engine During operation, the input member and the output member are connected by the lock-up clutch. Detecting means for detecting the increase in the driving force of the vehicle, an increase request detecting means for detecting an increase in the driving force of the vehicle, and the increase in the driving force is detected in a state where the lock-up clutch is engaged, and the driver Control means for adding the output of the motor / generator to the driving force of the vehicle while maintaining the engine torque during operation of the engine when the engine does not require rapid acceleration. It is what.

  According to the first aspect of the present invention, when a request for increasing the driving force of the vehicle is detected in a state where the input member and the output member are connected by the lock-up clutch, the output of the motor / generator is output while maintaining the engine torque. Since it is added to the driving force of the vehicle, maintenance of torque transmission efficiency by coupling the lock-up clutch, vibration prevention, and improvement of acceleration can be achieved at the same time, and driving performance, ride comfort and drivability are improved.

  Next, the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic plan view showing an embodiment of a hybrid vehicle A of the present invention. An engine 1 constituted by an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine is mounted on the front portion of the hybrid vehicle A shown in FIG. The engine 1 includes known mechanisms (all not shown) such as an intake pipe, a combustion chamber, a fuel supply device, a cylinder, and a piston. In addition, a flywheel (not shown) attached to the rear end of the crankshaft 1 </ b> A of the engine 1 is initially rotated by a starting motor 44 that operates by supplying power from the first battery 43. In the engine 1, the thermal energy generated by the explosion of the fuel supplied to the combustion chamber is converted into mechanical energy, that is, the reciprocating motion of the piston, and the reciprocating motion of the piston is converted into the rotational motion of the crankshaft 1A.

  In this embodiment, a so-called horizontal engine type in which the crankshaft 1A is arranged in a direction substantially orthogonal to the traveling direction of the hybrid vehicle A is employed. The intake pipe is provided with a throttle valve that is operated by operating an accelerator pedal, and a sub-throttle valve that is located upstream of the throttle valve and is operated by another actuator regardless of the operation of the accelerator pedal. Yes. The sub-throttle is opened and closed according to the running state of the vehicle, and the power on / off of the engine 1 can be controlled.

  Further, an automatic transmission 2 is arranged on the same axis on the output side of the engine 1. This automatic transmission 2 has a well-known configuration of a so-called horizontal type, and is input to a gear transmission 2E mainly composed of a planetary gear mechanism via a torque converter 2B incorporating a lock-up clutch 2D. It is configured. The torque converter 2B corresponds to a starting device. The lock-up clutch 2D is configured to selectively connect a front cover (not shown) that is an input member and a turbine runner or hub (not shown) that is an output member.

  The gear transmission 2E performs gear shifting by engagement / release of a friction engagement device such as a clutch or a brake. The gear transmission 2E includes a counter shaft 2C arranged in parallel with the intermediate shaft 2A. The torque input to the transmission 2 is decelerated and increased by the gear transmission 2E, and then output from the counter shaft 2C to the differential device 4. Further, front wheels 7 and 8 are attached to the drive shafts 5 and 6 connected to the differential device 4. The drive shafts 5 and 6 and the engine 1 and the automatic transmission 2 are arranged substantially in parallel.

  On the other hand, a motor generator 9 having a regenerative function for generating a regenerative braking force by converting mechanical energy into electrical energy and a power running function for converting electrical energy into mechanical energy are disposed at the rear of the hybrid vehicle A. Has been. The motor generator 9 has a known structure including a hollow output shaft 10, a coil 10A wound around the outer periphery of the output shaft 10, and a magnet (not shown) arranged around the coil 10A. The shaft 10 is connected to a known differential mechanism 11, and rear wheels 14 and 15 are attached to drive shafts 12 and 13 connected to the differential mechanism 11.

  Further, the hybrid vehicle A is equipped with a second battery 16, and the direct current output from the second battery 16 is converted into an alternating current by the inverter 17, and then supplied to the motor generator 9. Driven. The motor generator 9 and the inverter 17 are controlled by the first controller 18. Further, the second battery 16 is connected to the starting motor 44 via the transformer 45 and the second controller 46, and it is possible to transform the direct current of the second battery 26 and supply the starting motor 44 with power. It has become.

  FIG. 2 is a block diagram showing a main control circuit of the hybrid vehicle A. The first controller 18 is a microcomputer having a central processing unit (CPU), a memory (ROM, RAM), and an input / output interface. It is comprised by. For the first controller 18, an on / off signal of an overdrive switch 19 for making the rotation speed of the counter shaft 2 </ b> C of the automatic transmission 2 higher than the rotation speed of the crankshaft 1 </ b> A of the engine 1, A signal of an engine brake setting dial 20 for setting the engine brake force of the vehicle, a signal of a shift position sensor 21 for detecting a shift position (shift stage) of the automatic transmission 2, a signal of a vehicle speed sensor 22 for detecting a vehicle speed, A signal from the inter-vehicle distance sensor 23 that detects the inter-vehicle distance from the vehicle behind, a signal from the engine speed sensor 24 that detects the rotational speed of the crankshaft 1A of the engine 1, and the turbine rotational speed of the torque converter 2D of the automatic transmission 2 A signal of the turbine speed sensor 25 to be detected is input.

  Further, the first controller 18 includes a signal of a mode setting switch 26 that is automatically set by a driver's manual operation or a vehicle state, a signal of a gradient sensor 27 that detects a road gradient, and a torque of the automatic transmission 2. The signal of the creep on / off switch 28 for turning on / off the creep torque that generates the driving force of the vehicle by the torque amplification action in the converter 2B, the signal of the armpit monitoring camera 29 for monitoring the driver's armpit, the front and rear of the hybrid vehicle A A signal from the acceleration sensor 30 for detecting the direction acceleration, a signal from the hydraulic sensor 31 for detecting the hydraulic pressure of a servo actuator (not shown) for operating the friction engagement device of the automatic transmission 2, and an output by the driver operating the ignition key Slot for detecting the ignition switch 32 signal and the throttle valve opening of the engine 1 A signal from the sensor 35, a range position sensor 36 for detecting the range of the automatic transmission 2 selected by the driver, a downhill vehicle speed control switch 37 for controlling the vehicle speed at the time of downhill, a vehicle and a vehicle in front or behind A signal of the inter-vehicle distance control switch 38 for maintaining the inter-vehicle distance constant, a signal of the output shaft rotational speed sensor 40 for detecting the rotational speed of the counter shaft 2C of the automatic transmission 2, and an accelerator pedal for detecting the depression amount of the accelerator pedal A signal from the switch 41 is input.

  On the other hand, from the controller 18, a shift solenoid valve 33 that controls engagement / release of the friction engagement device of the automatic transmission 2 and a lock-up clutch solenoid valve that controls engagement / release of the lock-up clutch 2D of the torque converter 2B. 34, an inverter 17 that converts a direct current into an alternating current, a motor generator 9, a sub-throttle valve actuator 39 that opens and closes a sub-throttle valve provided in the intake pipe of the engine 1, and a fuel supply that supplies fuel to the combustion chamber of the engine 1 A control signal is output for each of the devices 42. The driving force or regenerative braking force of the motor generator 9 is adjusted by the current value supplied from the battery 16.

  The hybrid vehicle A is based on the driving mode selected by the mode setting switch 26, for example, the normal mode, the economy mode, the power mode, the snow mode, the sports mode, the emergency evacuation mode, and the like, and the driving state of the vehicle. Control of the motor generator 9 and control of the automatic transmission 2 are performed. For this reason, the first controller 18 includes data serving as a reference for determining the running state, such as vehicle speed, engine braking force, throttle opening, inter-vehicle distance, output torque of the automatic transmission 2, and a motor corresponding to the running state. Data for controlling the magnitude of the regenerative braking force of the generator 9, for example, the regenerative braking force corresponding to each gear position of the automatic transmission 2, the regenerative braking force and driving force corresponding to the torque change of the counter shaft 2C, and the driving force for the vehicle The driving force according to the increase request, the driving force according to the rotational speed of the engine 1 when changing from the fuel cutoff state to the supply state, and the like are stored.

  The hybrid vehicle A configured as described above travels by the driving force output from at least one of the engine 1 or the motor generator 9. The driving force of the engine 1 is transmitted to the front wheels 7 and 8 via the automatic transmission 2, the differential device 4, and the drive shafts 5 and 6, while the driving force of the motor generator 9 is the output shaft 10 and the speed reduction mechanism 11. And transmitted to the rear wheels 14 and 15 through the drive shafts 12 and 13. On the other hand, control for stopping either the engine 1 or the motor generator 9 according to the selected traveling mode or traveling state, or causing the motor generator 9 to function as a generator when the hybrid vehicle A decelerates, that is, the output shaft 10 Control that exhibits regenerative braking force is performed by converting inertial energy into electrical energy. The electric energy generated by the regenerative braking of the motor generator 9 is charged in the second battery 16.

(First control example)
Next, a control example performed in the hybrid vehicle A will be described based on the flowchart of FIG. When the hybrid vehicle A is traveling, the first controller 18 determines whether or not the range position of the automatic transmission 2 is in the D (drive) range (step 1), and the determination result of step 1 is “yes”. First, the first controller 18 determines whether or not the automatic transmission 2 is upshifted to the highest gear position, specifically, whether or not it is traveling at a high speed (step 2).

  If the determination result in step 2 is “yes”, the first controller 18 causes the throttle valve opening (hereinafter abbreviated as “throttle opening”) θ of the engine 1 to be 0, that is, power off (idling). ) Is determined (step 3), and if the determination result in step 3 is "yes", the engine brake force is generated in the engine 1 so that the driver tries to decelerate the vehicle. The first controller 18 determines whether or not the vehicle speed is increasing (step 4).

  If the determination result in step 4 is “yes”, for example, the hybrid vehicle A is descending a slope, the slope of the slope is large, and the current engine braking force does not decelerate, and the driver's intention cannot be satisfied. Therefore, regenerative braking is started by the motor generator 9, and the increase in the vehicle speed of the hybrid vehicle A is suppressed by the regenerative braking force, and the vehicle speed V0 at the time when the regenerative braking is started is stored in the first controller 18 ( Step 5). If regenerative braking has already been performed by the motor generator 9, control for increasing the regenerative braking force is performed.

  Then, after a predetermined time from the start of regenerative braking, in order to confirm the effectiveness of the regenerative braking force, the vehicle speed V of the hybrid vehicle A is detected by the first controller 18 to determine whether the vehicle speed V has increased. It is determined whether or not the vehicle speed V0 at the start of regenerative braking has been exceeded (step 6). If the determination result in step 6 is "NO", the vehicle speed V becomes equal to or lower than the vehicle speed V0 after a predetermined time. Is judged (step 7). If the determination result in step 7 is “yes”, for example, when the slope of the slope is relatively gentle, the regenerative braking by the motor generator 9 ends (step 8).

  If the determination result of step 1 to step 4 is “NO”, for example, when the vehicle is decelerating on a flat road, the motor generator 9 does not perform regenerative braking and returns. Further, when the determination result of step 6 is “yes” or the determination result of step 7 is “no”, for example, on a steep downhill road where the magnitude of the regenerative braking force started at step 5 is insufficient. The process returns to step 5 to increase the regenerative braking force. The vehicle speed V0 set in step 5 can be changed to any value on the deceleration side or the acceleration side according to the magnitude of the generated engine braking force. As described above, according to the control example of FIG. 3, the engine braking force is supplemented by the regenerative braking force of the motor generator 9 in the braking request in which the engine 1 is idling and the engine braking force is generated while the hybrid vehicle A is traveling. The increase in vehicle speed is suppressed. Therefore, even when descending a hill, the brake operation by the driver and its frequency are reduced, and the braking performance and drivability are improved.

(Second control example)
FIG. 4 is a flowchart showing another example of control performed in the hybrid vehicle A. First, while the hybrid vehicle A is traveling, the first controller 18 determines whether or not the overdrive switch 19 is turned off (step 11). If the result of determination in step 11 is “no”, the engine is in a traveling state in which no engine braking force is generated, so that no braking request is made and the process returns. This determination can be performed regardless of whether the automatic transmission 2 is in the D range, the 2 range, or the L range.

  If the determination result in step 11 is “yes”, that is, if there is a braking request, the first controller 18 causes the shift stage of the automatic transmission 2 to be one shift stage below the highest speed stage, that is, engine braking force. It is determined whether or not the speed is a gear position that generates (step 12). If the determination result in step 12 is “yes”, that is, if there is a braking request, control proceeds to step 13 to step 18. Steps 13 to 18 have the same control contents as steps 3 to 8 in FIG. If the determination result in step 12 to step 14 is “NO”, there is no braking request, and therefore, regenerative braking by the motor generator 9 is not performed and the process returns.

  As described above, according to the control example of FIG. 4, the engine braking force is supplemented by the regenerative braking force of the motor generator 9 in the braking request in which the engine 1 is idling and the engine braking force is generated while the hybrid vehicle A is traveling. This prevents the increase in vehicle speed. Therefore, for example, even when the vehicle descends a slope, the brake operation by the driver and the frequency thereof are reduced, and the braking performance and drivability are improved.

(Third control example)
FIG. 5 is a flowchart illustrating another example of control performed in the hybrid vehicle A. In this control example, when the hybrid vehicle A is traveling, the first controller 18 determines whether or not the downhill vehicle speed control switch 37 is turned on (step 21), and the determination result of step 21 is “yes”. The first controller 18 determines whether the engine 1 is idling (power off) and there is a braking request (step 22).

  If the determination result in step 22 is “yes”, the engine braking force is generated by the engine 1, and the vehicle speed V0 at the time of power-off is stored by the first controller 18 (step 23) for a predetermined time. It is determined whether or not the vehicle speed V detected later exceeds the vehicle speed V0, for example, whether or not the hybrid vehicle A is descending a slope and cannot be decelerated by the engine braking force (step 24). If the determination result in step 24 is “yes”, the regenerative braking force of the motor generator 9 is added because the deceleration intended by the driver cannot be performed. If regenerative braking by motor generator 9 has already been performed, control for increasing the regenerative braking force is performed (step 25).

  After a predetermined time from the execution of step 25, the first controller 18 determines whether or not the vehicle speed V is equal to the vehicle speed V0 in order to confirm the effectiveness of the regenerative braking force (step 26). If “yes”, the regenerative braking force of the motor generator 9 is maintained at the same value (step 27), and the process returns. If the determination result in step 26 is “no”, that is, if the regenerative braking force is insufficient, the process returns to step 25 to increase the regenerative braking force. If the judgment results in step 21, step 22, and step 24 are “no”, for example, when running on a flat road, regenerative braking is not performed (step 28) and the process returns. Further, when the regenerative braking is performed by the motor generator 9 in advance and the judgment results in Step 21, Step 22, and Step 24 are “No”, the regenerative braking force is maintained as it is. As described above, according to the control example of FIG. 5, for example, based on a braking request when the hybrid vehicle A descends a hill, the engine braking force is compensated by the regenerative braking force of the motor generator 9 and the vehicle speed is increased. The vehicle speed is suppressed and the downhill vehicle speed is maintained at the vehicle speed at the time of power-off. Therefore, the brake operation by the driver and its frequency are reduced, and the braking performance and drivability are further improved.

(Fourth control example)
FIG. 6 is a flowchart illustrating another example of control performed in the hybrid vehicle A. In the control example of FIG. 6, during traveling of the hybrid vehicle A, the first controller 18 determines whether or not the downhill vehicle speed control switch 37 is turned on (step 31), and the determination result of step 31 is “yes”. In this case, the first controller 18 determines whether or not the engine 1 is idling (powered off) (step 32).

  If the determination result in step 32 is “yes”, engine braking force is generated by the engine 1, and the vehicle speed V at the time of power-off is preset by the engine brake setting dial 20 by the first controller 18. It is determined whether or not the vehicle speed is V0, for example, whether or not the hybrid vehicle A is descending a slope (step 33). If the determination result in step 33 is “yes”, the engine braking force is insufficient and the deceleration request cannot be satisfied, so that the engine braking force is compensated by the regenerative braking force of the motor generator 9. If regenerative braking by motor generator 9 has already been performed, control for increasing the regenerative braking force is performed (step 34).

  After a predetermined time from the process of step 34, in order to confirm the effectiveness of the regenerative braking force, the first controller 18 determines whether or not the current vehicle speed V is equal to the vehicle speed V0 (step 35). If “yes”, the regenerative braking force of the motor generator 9 is maintained at the same value (step 36), and the process returns. If the determination result in step 35 is “no”, that is, if the degree of deceleration is insufficient, the process returns to step 33 and the regenerative braking force is increased until the vehicle speed V reaches the vehicle speed V0. In addition, when the judgment results of step 31, step 32, and step 33 are “no”, regenerative braking is not performed, while the judgment results of step 31, step 32, and step 33 are obtained in a state where the regenerative braking force is generated in advance. If “NO”, the regenerative braking force is maintained as it is (step 37), and the process returns. Thus, according to the control example of FIG. 6, in the braking request of the hybrid vehicle A, the engine braking force is supplemented by the regenerative braking force of the motor generator 9 to suppress the increase in vehicle speed, and the downhill vehicle speed is The vehicle speed is arbitrarily set by operating the brake setting dial 20. Therefore, the brake operation by the driver and its frequency are reduced, and the braking performance and drivability are further improved.

(Fifth control example)
FIG. 7 is a flowchart showing another example of control performed in the hybrid vehicle A. According to the control example of FIG. 7, while the hybrid vehicle A is traveling, the first controller 18 determines whether or not the inter-vehicle distance control switch 38 is turned on (step 41). In the case of “,” the inter-vehicle distance sensor 23 detects the inter-vehicle distance L from an obstacle, for example, the vehicle ahead, and the first controller 18 determines that the inter-vehicle distance L is less than the preset inter-vehicle distance L0. It is determined whether or not there is (step 42).

  If the determination result in step 42 is “yes”, the first controller 18 determines whether the engine 1 is in a power-on state or a power-off state (step 43), and detects that the engine 1 is in a power-off state. The regenerative braking force of the motor generator 9 is generated, and the increase in the vehicle speed is suppressed. If regenerative braking of motor generator 9 has been performed in advance, control for increasing the regenerative braking force is performed (step 44). The regenerative braking force given here can be controlled such that the initial braking force is variable stepwise depending on the value of the inter-vehicle distance L. It is determined whether the inter-vehicle distance L is equal to the inter-vehicle distance L0 after a predetermined time in step 44 (step 45). If the determination result in step 45 is “yes”, the regenerative braking by the motor generator 9 ends ( Step 46) returns.

  When the power-on state is detected in step 43, a signal is output from the first controller 18 to the sub-throttle valve actuator 39, the sub-throttle valve is closed, and the engine 1 is powered off (step 47). ), Go to step 44. Further, when the determination results in step 41 and step 42 are “no”, it is not necessary to generate a braking force. Therefore, regenerative braking by the motor generator 9 is not performed or regenerative braking by the motor generator 9 is performed in advance. If it is, the regenerative braking is maintained as it is, the inter-vehicle distance is not controlled, and the process returns. As described above, according to the control example of FIG. 7, when the distance between the hybrid vehicle A and the preceding vehicle becomes narrower while the hybrid vehicle A is traveling, the vehicle is braked by the regenerative braking force of the motor generator 9. Since the distance is kept constant, the brake operation by the driver and its frequency are reduced, and the braking performance and drivability are improved.

  In the control example of FIG. 7, the inter-vehicle distance L need not be kept constant as long as it is equal to or greater than the inter-vehicle distance L0. In addition, it is possible to perform control such that the regenerative braking force of the motor generator 9 is generated regardless of the inter-vehicle distance when a surrounding vehicle is detected. The same effect can be obtained even when the hybrid vehicle A is parked on a slope and carelessly moves due to a slope, while the engine 1 is maintained in an idling state while the vehicle 1 is parked on a flat road, and the creep caused by using the torque converter 2B. Even when the hybrid vehicle A moves due to the phenomenon, the same effect can be obtained. Furthermore, it is also possible to provide a failure detection sensor other than the inter-vehicle distance sensor and perform control to keep the distance from the building, the tree, the person, etc. above a certain level.

(Sixth control example)
FIG. 8 is a flowchart showing an example of control performed in the hybrid vehicle A, and FIG. 9 shows an input member (front cover or pump impeller) and an output member of the torque converter 2B of the automatic transmission 2 in the control example of FIG. For example, FIG. 10 is a characteristic diagram showing the relationship between the torque ratio t to the turbine runner) and the speed ratio e between the input member and the output member. FIG. 10 is a characteristic diagram showing the relationship between the turbine torque F and the vehicle speed V. FIG. 11 is a characteristic diagram showing the relationship between time t and acceleration G of hybrid vehicle A.

  First, when the hybrid vehicle A starts traveling, the engine speed sensor 24 detects the engine speed, the turbine speed sensor 25 detects the turbine speed of the automatic transmission 2, and the vehicle speed sensor 22 detects the hybrid car. The vehicle speed of A is detected, the longitudinal acceleration of the hybrid vehicle A is detected by the acceleration sensor 30, and these detection signals are input to the first controller 18. Then, based on the ratio between the engine speed and the turbine speed, that is, the speed ratio, the first controller 18 estimates the output torque of the engine 1 at a predetermined accelerator opening (step 51), and the engine speed. The change in turbine torque at a predetermined accelerator opening is calculated based on the ratio between the engine speed and the turbine speed (step 52).

  Next, the magnitude of the driving force output from the motor generator 9 is set corresponding to the traveling state in which the change rate of the turbine torque changes (step 53). The magnitude of the driving force is set to about 0 to 400 N · m, for example, based on a required value such as acceleration. If the motor generator 9 has been stopped, the driving force set in step 53 is output from the motor generator 9, and the output of the motor generator 9 is added to the driving force during travel of the hybrid vehicle A ( Step 54). If the motor generator 9 has already been driven, control for increasing the driving force is performed.

  When the hybrid vehicle A travels as described above, the torque ratio of the torque converter 2B gradually decreases in the converter range as shown in FIG. 9, and is maintained almost constant when the coupling range is passed through the coupling point. The Further, as shown in FIG. 10, the change rate of the turbine torque changes at the coupling point as the vehicle speed increases. Therefore, during the traveling of the hybrid vehicle A, the rate of change of acceleration changes rapidly with the coupling point of the torque converter as a boundary as shown in FIG.

  Therefore, in this control example, based on the change in the turbine torque change rate detected in step 52, a torque transmission region including the coupling point, for example, regions B and C indicated by hatching in FIGS. , The driving force corresponding to D is output from the motor generator 9 and added to the driving force of the vehicle to compensate for fluctuations in turbine torque, so that the rate of change in acceleration of the hybrid vehicle A is stable and acceleration is good. As a result, driving performance, ride comfort and drivability are improved.

  In the control example of FIG. 8, control is performed to drive the motor generator 9 or increase its driving force with reference to a coupling point where the change in the change rate of the turbine torque is significant. For example, when the hybrid vehicle A starts or accelerates, it is possible to suppress the output torque of the engine 1 and perform control to compensate for the shortage of the output torque with the driving force of the motor generator 9 to improve acceleration.

(Seventh control example)
FIG. 12 is a flowchart showing another example of control performed in the hybrid vehicle A, and FIG. 13 is a characteristic diagram showing the relationship between the output torque T0 of the automatic transmission 2 and time (t) in the control example of FIG. It is. First, while the hybrid vehicle A is traveling, the traveling state (for example, throttle opening, vehicle speed, etc.) is detected by the first controller 18. Then, it is determined by the first controller 18 whether or not it is in a traveling state in which the automatic transmission 2 performs a downshift (step 61). When the determination result in step 61 is “yes”, for example, when it is detected that the hybrid vehicle A reaches the uphill road and the accelerator pedal is deeply depressed by the driver and the throttle opening is fully opened, In the automatic transmission 2, downshift, so-called kickdown is started.

  This downshift is executed by switching the engagement / release state of a friction engagement device provided in the automatic transmission 2, for example, a high speed stage clutch and a low speed stage one-way clutch. Specifically, as shown in FIG. 13, the output torque sharply decreases at the same time as the high-speed stage clutch is released, and then the output torque before the downshift is reduced by locking the one-way clutch on the low-speed stage side. A large output torque is generated and the downshift is completed. For this reason, there is a transient state where the output torque T0 of the automatic transmission 2 is zero from when the high speed stage clutch is released until the low speed side one-way clutch is locked.

  Therefore, in this control example, the driving force is output from the motor generator 9 until the reaction force is generated after the one-way clutch on the low-speed stage side is locked after the release of the high-speed stage side clutch, or the motor has already been output. If the generator 9 is being driven, control is performed to increase its driving force (step 62). Then, the first controller 18 determines whether or not the downshift is completed (step 63). If the determination result in step 63 is “yes”, the motor generator 9 is stopped or the driving force is restored to the original. Control to restore the value is performed (step 64). If the determination result in step 61 is “NO”, the process returns without performing downshifting or outputting or increasing the driving force of the motor generator 9.

  When the reduction in the driving force of the vehicle due to the reduction in the output torque of the automatic transmission 2 is compensated by the driving force of the motor generator 9 as described above, the steep gradient is generated from the output torque at the high speed stage as indicated by the dotted line TM1 in FIG. The driving force of the motor generator 9 may be generated as described above, and then the driving force of the motor generator 9 may be controlled so that the output torque gradually shifts to the low-speed output torque so that the driver can experience the acceleration feeling faster. Alternatively, the shift shock may be suppressed by controlling the driving force of the motor generator 9 so as to shift from the output torque at the high speed stage to the output torque at the low speed stage with a constant change as indicated by the dotted line TM2. In the control example of FIG. 12, control may be performed to generate or increase the driving force of the motor generator 9 at the time when a downshift traveling state is detected in step 61, that is, before the high speed clutch is released. .

  Further, when the power mode is set by the mode setting switch 26 when performing the control of FIG. 12, the driving force of the motor generator 9 is set to a larger value than the driving mode other than the power mode, Only when it is set, control for outputting or increasing the driving force of the motor generator 9 may be performed, and control for obtaining a different acceleration feeling for each travel mode may be performed. As described above, according to the control example of FIG. 12, when the downshift is performed in the automatic transmission 2 and the driving force of the vehicle decreases, the output of the motor generator 9 is added to the driving force of the vehicle. As a result, the transient acceleration response at the time of downshift is improved, the shift shock is suppressed, and the running performance, ride comfort and drivability are improved.

(Eighth control example)
FIG. 14 is a flowchart showing another example of control performed in the hybrid vehicle A. In this control example, during the travel of the hybrid vehicle A, for example, the accelerator pedal is released and the throttle opening is set to 0%. The first controller 18 determines whether or not a manual shift operation has been performed from the D range to the 2 range or from the D range to the L range (the overdrive switch 19 is off) by the driver's operation ( Step 71). If the determination result in step 71 is “yes”, the servo actuator (not shown) is operated by the operation of the shift solenoid valve 33 of the automatic transmission 2, and the friction engagement device is engaged and released, so that the high speed stage. The downshift is performed by switching to the low speed stage.

  With this downshift, the hydraulic pressure of the servo actuator that operates the low-speed stage friction engagement device gradually increases as shown in FIG. Therefore, the automatic transmission 2 temporarily approaches a neutral state until the friction engagement device for overdrive is released and the friction engagement device on the low speed stage side is engaged, and the engine braking force decreases. To do. Thereafter, the friction engagement device on the low speed stage side has a sufficient torque capacity, and the engine braking force increases. Thus, the torque fluctuation is large and the braking force is transiently insufficient.

  Therefore, in this control example, when the determination result in step 71 is “yes”, the vehicle speed detected by the vehicle speed sensor 22, the shift position detected by the shift position sensor 21, and the servo actuator detected by the hydraulic pressure sensor 31. Based on conditions such as hydraulic pressure, the regenerative braking force of the motor generator 9 is calculated (step 72), and the regenerative braking force is generated corresponding to the region E where the output torque of the automatic transmission 2 is locally increased. In addition, when the regenerative braking force has been generated in advance, control for increasing the regenerative braking force is performed.

  Thereafter, based on fluctuations in the rotational speed of the counter shaft 2C of the automatic transmission 2, elapsed time, hydraulic pressure detected by the hydraulic pressure sensor 31, the regenerative braking force is released by the motor generator 9 or returned to the original regenerative braking force. The timing is calculated (step 74), the regenerative braking force return processing of the motor generator 9 is performed at the calculated timing (step 75), and the process returns. If the determination result in step 71 is “no”, the process returns. As described above, according to the control example of FIG. 14, when the automatic transmission 2 is downshifted, the control of adding the driving force of the motor generator 9 to the driving force of the vehicle is performed, so that the change in the driving force of the vehicle is suppressed. As a result, shift shock can be prevented, and acceleration performance, ride comfort and drivability are improved.

(Ninth control example)
FIG. 16 is a flowchart illustrating another example of control performed in the hybrid vehicle A. First, while the hybrid vehicle A is traveling, the first controller 18 powers on the engine 1 based on the signal from the throttle sensor 35 and determines whether or not the engine 1 is in a full throttle state. In addition, as in the case of climbing a hill, it is determined whether or not the vehicle is in a traveling state that requires acceleration and driving force, and the vehicle speed V in the traveling state is detected (step 81). If the determination result in step 81 is “yes”, it is determined whether or not the vehicle speed V detected after a predetermined time is lower than the vehicle speed detected in step 81, and it is detected that the vehicle speed V has decreased. If so, it is determined whether or not the driving force has increased due to the downshift of the automatic transmission 2 (step 82).

  If the determination result in step 82 is “yes”, it is determined whether the hybrid vehicle A is accelerated by the downshift and the automatic transmission 2 is upshifted based on the shift pattern, and the vehicle speed V after the upshift is determined. Is maintained (step 83). If the determination result in step 83 is “No”, that is, if the acceleration is insufficient, the driving force of the motor generator 9 is generated, or if the motor generator 9 has already been driven, the driving force is reduced. Incremental control is performed (step 84) and the process returns. In this case, the driving force of the motor generator 9 is set to a value that maintains the vehicle speed at which the automatic transmission 2 is not downshifted. If the determination result in step 81 or step 82 is “no” or the determination result in step 83 is “yes”, no driving force is generated by the motor generator 9 or a driving force has already been generated. If so, control is performed to maintain the driving force as it is (step 85), and the process returns.

  According to this control example, in the case of a road situation in which the vehicle speed is lowered and the downshift is executed while the hybrid vehicle A is traveling, and then the vehicle speed cannot be maintained by the upshift, the motor driving force is insufficient. Since the automatic transmission 2 is not easily shifted by being supplemented by the driving force of the generator 9, frequent shifting, that is, hunting is prevented, and riding comfort and drivability are improved. In this control example, it is also possible to perform control for adding the output of the motor generator 9 to the driving force of the vehicle in a traveling state in which the upshift and the downshift of the automatic transmission 2 are repeated within a predetermined time. .

(10th control example)
FIG. 17 is a flowchart showing another control example performed in the hybrid vehicle A, and FIG. 18 is an output torque (shown by a dotted line) Te of the engine 2 and an output torque (solid line) in the control example of FIG. It is a characteristic diagram which shows the relationship with To. First, the traveling state of the hybrid vehicle A is detected by the first controller 18, and it is determined whether or not the automatic transmission 2 is in an upshift, for example, a traveling state in which the second speed is changed to the third speed (step 91). ).

  If the determination result in step 91 is “yes”, a control signal is output from the first controller 18 to the shift solenoid valve 33, the friction engagement device of the automatic transmission 2 is switched, and the torque transmission path. Is switched, and the first controller 18 determines whether or not a shift output is started from the automatic transmission 2 (step 92). If the determination result in step 92 is “yes”, the output torque of the automatic transmission 2 is reduced to a state substantially equal to the engine torque, as shown in FIG. Therefore, the motor generator 9 is driven by the first controller 18 and the driving force is transmitted to the rear wheels 14 and 15 to compensate for a decrease in the driving force of the vehicle (step 93).

  Further, the first controller 18 determines whether or not the torque phase has ended in the automatic transmission 2 and the inertia phase has started (step 94). This inertia phase is detected by a known method based on the turbine rotational speed detected by the turbine rotational speed sensor 25, the output shaft rotational speed detected by the output shaft rotational speed sensor 40, and the gear ratio of each gear. If the determination result in step 94 is “yes”, the output torque of the automatic transmission 2 increases as shown in FIG. 18, so that the driving force of the motor generator 9 is increased when a predetermined output torque is detected. On the other hand, regenerative braking force is generated by the motor generator 9 (step 95).

  Thereafter, as shown in FIG. 18, the output torque of the automatic transmission 2 is maintained substantially constant, and the first controller 18 determines whether or not the third rotational speed has been reached (step 96). When the synchronous rotational speed is reached, as shown in FIG. 18, the output torque of the automatic transmission 2 sharply decreases and becomes substantially equal to the engine torque, and control for terminating the regenerative braking of the motor generator 9 is performed (step 97). ), Returned. It should be noted that if the determination results of step 91, step 92, step 94, and step 96 are “no”, all are returned.

  As described above, according to the control example of FIG. 17, when the automatic transmission 2 is upshifted, the output of the motor generator 9 is added to the driving force of the vehicle in the region F corresponding to the decrease in the output torque in the torque phase. The regenerative braking force is output from the motor generator 9 corresponding to the region G in which the output torque increases, so that the driving force of the vehicle, that is, the sum of the torques transmitted to the front wheels 7 and 8 and the rear wheels 14 and 15 is calculated. The change becomes stable as indicated by the alternate long and short dash line, the shift shock is prevented, and the running performance, ride comfort and drivability are improved.

(Eleventh control example)
FIG. 19 is a flowchart showing another control example performed in the hybrid vehicle A, and FIG. 20 is a characteristic diagram showing a relationship between the output torque of the automatic transmission 2 and the vehicle speed in the control example of FIG. FIG. 20 is a characteristic diagram showing a relationship between acceleration and time of the hybrid vehicle A in the control example of FIG. 19. First, while the hybrid vehicle A is traveling, it is determined whether or not the first controller 18 has shifted the automatic transmission 2, specifically, whether or not an upshift has been executed by engaging and releasing the friction engagement device (step). 101). If the determination result in step 101 is “yes”, the output torque rapidly decreases when the gear position is switched to another gear position as shown in FIG. 20, and transiently as shown in FIG. The acceleration decreases rapidly.

  In this control example, as shown in FIG. 20, the motor generator 9 outputs a driving force corresponding to a reduction region H of the output torque generated by the shift of the automatic transmission 2. When the motor generator 9 has been driven in advance, control for increasing the driving force is performed. As a result, the acceleration corresponding to the acceleration decrease region I is compensated as shown in FIG.

  Then, the first controller 18 determines whether or not the assist of the driving force of the motor generator 9 has been performed for a predetermined time (step 103). If the determination result in step 103 is “yes”, the motor generator 9 Control to complete the driving or return to the original driving force is performed (step 104), and the process returns. The predetermined times t1 and t2 used for the process of step 103 are set in advance so as to obtain a predetermined acceleration for each gear position, and are stored in the first controller 18.

  If the determination result in step 101 or step 103 is “NO”, the process returns. As described above, according to the control example of FIG. 19, since the output of the motor generator 9 is added to the driving force of the vehicle based on the change in the output torque at the time of shifting of the automatic transmission 2, the shift shock is alleviated. Acceleration is improved, and driving performance, ride comfort and drivability are improved.

(Twelfth control example)
FIG. 22 is a flowchart showing another control example performed in the hybrid vehicle A, and FIGS. 23 and 24 are characteristic line diagrams showing the relationship between the output torque of the automatic transmission 2 and time in the control example of FIG. It is. In the control example of FIG. 22, whether or not the first controller 18 has changed the throttle valve opening / closing operation of the engine 1, specifically, power-on or changed from power-off to power-on while the hybrid vehicle A is traveling. It is determined whether or not (step 111).

  If the determination result in step 111 is “yes”, for example, the output torque of the automatic transmission 2 changes as shown in FIGS. That is, when the power is changed from power-on to power-off, the output torque decreases rapidly as shown in FIG. 23, and then increases to a predetermined amount and becomes almost constant. On the other hand, when the power is changed from power-off to power-on, the output torque increases rapidly as shown in FIG. 24, and then decreases to a predetermined amount and becomes almost constant. As described above, the phenomenon in which the output torque instantaneously increases / decreases (inverts) occurs due to the backlash present in the transmission mechanism or torque transmission mechanism of the automatic transmission 2 or the inertia force during rotation. Therefore, in this control example, the first controller 18 determines the output torque according to the increase / decrease regions J and K of the output torque based on the vehicle speed, the gear position, the accelerator opening, the engagement / release state of the lockup clutch, and the like. The regenerative braking force or driving force in a direction to suppress the change width of the regenerative braking force is calculated, and the application time of the regenerative braking force or driving force is calculated (step 112).

  Based on the result of the arithmetic processing in step 112, the regenerative braking force by the motor generator 9 is added when the output torque is increased, and the driving force by the motor generator 9 is added when the output torque is decreased. The change is suppressed (step 113). Further, it is determined whether or not the additional time of the regenerative braking force or driving force of the motor generator 9 has reached the additional time t set in step 112 (step 114), and the determination result in step 114 is “yes”. In that case, a return process for terminating the regenerative braking or the application of the driving force of the motor generator 9 is performed (step 115), and the process returns.

  If the determination result in step 111 is “no”, the process returns. If the determination result in step 114 is “no”, the process returns to step 113. As described above, according to the control example of FIG. 22, when the output torque of the automatic transmission 2 changes when the engine 1 is switched between power-on and power-off, the driving force or regenerative braking force of the motor generator 9 changes. By adding to the driving force of the vehicle, a change in the driving force of the vehicle is suppressed, and rapid acceleration / deceleration and vibration can be prevented, and driving performance, ride comfort and drivability are improved.

(13th control example)
FIG. 25 is a flowchart illustrating another example of control performed in the hybrid vehicle A, and FIG. 26 is a characteristic diagram illustrating a relationship between the output torque of the automatic transmission 2 and time in the control example of FIG. In this control example, when the hybrid vehicle A is stopped, the range of the automatic transmission 2 is detected by the first controller 18, and the drive (D) range or reverse (R) range is operated with the neutral (N) range as a boundary ( It is determined whether a so-called garage shift has been performed (step 131). If the determination result in step 131 is “no”, the process returns.

  When the determination result in step 131 is “yes”, if the accelerator pedal is depressed as it is operated from the neutral (N) range to the drive (D) range, the speed change mechanism and the torque transmission mechanism between the automatic transmission 2 and As shown by the solid line in FIG. 27, the output torque abruptly changes due to backlash and vibration. In addition, sudden torque fluctuations (rolling) also occur in the crankshaft 1A of the engine 1 and the intermediate shaft 2A of the automatic transmission 2, and a force that vibrates the vehicle forward acts.

  Therefore, in this control example, by generating the regenerative braking force of the motor generator 9 according to the change amount of the output torque, the change and rolling of the output torque of the counter shaft 2C are absorbed and transmitted to the front wheels 7 and 8. And the regenerative braking force applied to the rear wheels 14, 15, that is, the driving force of the vehicle is maintained at the value indicated by the dotted line. The same control as described above is performed when the neutral (N) range is operated to the reverse (R) range. Thus, according to the control example of FIG. 25, for example, even when the hybrid vehicle A is repeatedly moved forward and backward to house the hybrid vehicle A in the garage, sudden start and vehicle vibration are prevented, and the ride comfort and driver Improve.

(14th control example)
FIG. 27 is a flowchart showing another control example performed in the hybrid vehicle A. In this control example, while the hybrid vehicle A is traveling, the first controller 18 determines whether or not the lockup clutch 2D of the automatic transmission 2 is on (engaged) (step 121). If the result is “yes”, it is determined whether or not the accelerator opening θ exceeds the accelerator opening θ10 stored in the first controller 18 in advance (step 122). The accelerator opening θ10 is a value at which torque fluctuation of the counter shaft 2C occurs.

  If the determination result in step 122 is “yes”, it is determined whether or not the accelerator opening θ exceeds the accelerator opening θ20 previously stored in the first controller 18 (step 123). The accelerator opening θ20 is a value for determining whether or not the driver intends to accelerate. If the determination result in step 123 is “no”, the driver does not seek rapid acceleration, so the output of the motor generator 9 is added to the driving force of the vehicle while maintaining the output torque of the engine 1. (Step 124). In addition, when the driving force is already output from the motor generator 9, control which increases the driving force is performed.

  On the other hand, if the determination result in step 123 is “yes”, if the output torque of the engine 1 suddenly increases, a sudden torque change occurs in the counter shaft 2C of the automatic transmission 2, and therefore the lockup clutch 2D. (Step 125). That is, torque amplification by the torque converter 2B is performed, and acceleration is improved. It should be noted that if the determination results in step 121 and step 122 are “no”, the process returns. Step 121 corresponds to the detection means of the present invention, steps 122 and 123 correspond to the increase request detection means of the present invention, and step 124 corresponds to the control means of the present invention.

  As described above, according to the control example of FIG. 27, when moderate acceleration is required, the torque transmission efficiency while maintaining the on-state of the lockup clutch 2D is maintained to improve fuel efficiency, and Acceleration is improved by preventing vibration without increasing the output torque of the engine 1 and adding the output of the motor generator 9 to the driving force of the vehicle. Therefore, rapid acceleration / deceleration and vibration are prevented, and driving performance, riding comfort and drivability are improved.

(15th control example)
FIG. 28 is a flowchart illustrating another example of control performed in the hybrid vehicle A. In this control example, when the engine 1 of the hybrid vehicle A is stopped in the idling state, the first controller 18 determines whether the creep on / off switch 28 is on or off (step 141). When it is detected that the hybrid vehicle A is stopped, it is determined whether the hybrid vehicle A is moving forward or backward at the vehicle speed V (step 142). If the determination result in step 142 is “yes”, that is, if the hybrid vehicle A is gradually moving due to the creep torque transmitted via the torque converter 2B, the regeneration of the motor generator 9 is used as the driving force of the vehicle. A braking force is applied (step 143).

  Then, it is determined whether or not the hybrid vehicle A has stopped and the vehicle speed V has become zero (step 144). If the determination result in step 144 is “yes”, the regenerative braking force is maintained and the vehicle is stopped. The state is maintained (step 145). If ON is detected in step 141 or if the result of determination in step 141 is “NO”, regenerative braking of motor generator 146 is not performed (step 146) and the process returns. If the determination result in step 144 is “no”, the process returns to step 143 to further increase the regenerative braking force.

  As described above, according to the control example of FIG. 28, when the vehicle moves due to the creep torque output via the torque converter 2B, when the stop request is detected, the output of the motor generator 9 is used as the braking force of the vehicle. Therefore, the brake operation by the driver and the frequency thereof are reduced, and the braking performance and drivability are improved. In the control example of FIG. 28, the motor generator 9 is reversely rotated from the time point when the vehicle stop request is detected to generate a braking force, or the motor generator 9 from the time point when the vehicle is stopped by the regenerative braking force of the motor generator 9. It is also possible to increase the braking force by rotating 9 reversely.

(16th control example)
FIG. 29 is a flowchart illustrating another example of control performed in the hybrid vehicle A. In this control example, when the engine 1 of the hybrid vehicle A is stopped in the idling state, the first controller 18 determines whether the creep on / off switch 28 is on or off (step 151). If it is detected that the hybrid vehicle A is gradually moving, it is determined whether or not the vehicle speed V is 0 (that is, the vehicle is stopped) (step 152). If the determination result in step 152 is “No”, that is, if the vehicle is gradually moving due to a creep phenomenon, it is determined whether or not the driver has looked aside (step 153). This determination is made by a signal from the look-ahead monitoring camera 29 or the like. If the determination result in step 153 is “yes”, regenerative braking force is generated by the motor generator 9 to prevent the distance between the vehicle and the surrounding obstacle from becoming narrow (step 154).

  Then, the first controller 18 determines whether or not the vehicle has stopped and the vehicle speed has become 0 (step 155). If the determination result in step 155 is "Yes", the regenerative braking force is maintained as it is. At the same time, an alarm is generated to stop the driver from looking aside (step 156). If the determination result in step 155 is “no”, the process returns to step 154 to further increase the regenerative braking force. Note that when OFF is detected in step 151, the determination result in step 152 is “no”, or the determination result in step 153 is “no”, no regenerative braking is performed (step 157). ), Returned.

  As described above, according to the control example of FIG. 29, even if the driver's intention is to gradually move the vehicle forward or backward due to the creep phenomenon, if the driver is looking aside, the motor generator 9 Since the vehicle can be stopped by the regenerative braking force and the distance from the surrounding vehicles and obstacles can be maintained, the brake operation by the driver and the frequency thereof are reduced, and the braking performance and drivability are improved. In the control example of FIG. 29, the motor generator 9 is reversely rotated to generate a braking force from the time when the vehicle stop request is detected, or the motor generator from the time when the vehicle stops by the regenerative braking force of the motor generator 9. It is also possible to increase the braking force by rotating 9 reversely.

(17th control example)
FIG. 30 is a flowchart illustrating another example of control performed in the hybrid vehicle A. In this control example, during traveling with the engine 1 being driven, the first controller 18 determines whether or not fuel cut is being executed (step 161). This fuel cut is a well-known control that is executed when, for example, the vehicle is decelerated while the throttle valve of the engine 1 is fully closed, and the engine 1 is based on the opening of the throttle valve and the rotational speed of the engine 1. The fuel supply to the combustion chamber is cut off, preventing overheating of the catalyst and saving fuel. If the determination result in step 161 is “yes”, the first controller 18 determines whether or not the vehicle speed V detected by the vehicle speed sensor 22 is equal to or lower than the return vehicle speed V0 (step 162). When the determination result is “yes”, the first controller 18 determines whether or not the state of the rotational speed NE of the engine 1 is normal (step 163).

  Here, the determination that the rotational speed of the engine 1 is normal is, for example, that the combustion chamber of the engine 1 is in an explosive state, or a power-on performed later, that is, a change from a fuel cutoff state to a fuel supply state. Sometimes, it is performed on the basis that one of the cylinders of the engine 1 can maintain the power to raise the engine speed at the timing of explosion. Note that whether or not the power to increase the engine speed after power-on can be maintained can be predicted by calculating the first controller 18.

  If the determination result in step 163 is “NO”, for example, if the rotational state of the engine 1 is in a rough idle state just before the engine stalls, the driver depresses the accelerator pedal by the driver by the first controller 18. It is determined whether or not it has been turned on, specifically, whether or not the fuel cutoff state for the combustion soot of engine 1 has been changed to the supply state (step 164). If the determination result in step 164 is “yes”, the first controller 18 performs calculation processing on the value of the driving force that should assist the driving force of the engine 1 in accordance with the throttle opening θ. The driving force is output from the motor generator 9 to supplement the driving force of the engine 1 (step 165).

  Thereafter, the first controller 18 determines whether or not the rotational speed NE of the engine 1 has become normal (step 166). If the determination result in step 166 is "Yes", the motor generator 9 assists the driving force. Is terminated (step 167). If the judgment results in step 161, step 162, and step 164 in the above control example are “no” or if the judgment result in step 163 is “yes”, it is not necessary to assist the driving force of the engine 1. The drive power is not assisted by the motor generator 9 and the process returns.

  If the determination result in step 166 is “No”, the driving force of the engine 1 is insufficient, so the process returns to step 165 and the assisting of the driving force by the motor generator 9 is continued. As described above, according to the control example of FIG. 30, when the engine 1 is changed from the fuel cutoff state to the supply state, the shortage of the driving force of the engine 1 caused by the delay in the explosion timing of the combustion chamber is detected. Therefore, the acceleration of the hybrid vehicle A is improved and the running performance and drivability are improved. In addition, the change control from the fuel supply state of the engine 1 to the supply state is performed for all the cylinders of the engine 1, or when it is performed for some of all the cylinders, or bank switching It is applicable to any case.

  FIG. 31 is a flowchart showing another control example performed in the hybrid vehicle A. According to this control example, when the hybrid vehicle A is traveling or stopped, whether or not the engine 1 or the automatic transmission 2 has failed due to the first controller 18 based on various input signals. Is determined (step 171). Examples of the failure include a failure in the fuel system and intake system of the engine 1 and a failure in the hydraulic system of the automatic transmission 2. When these failures are detected, a warning is given that the vehicle cannot be driven with the driving force of the engine 1.

  If the determination result in step 171 is “yes”, it is determined whether or not the current travel mode has been switched to the emergency evacuation mode (step 172). This switching can be performed either automatically by the first controller 18 or manually by the driver. If the determination result in step 172 is “yes”, it is determined whether or not the second battery 16 and the starting motor 44 are connected by manual operation of the second controller 46 (step 173). If the result of the determination is “yes”, it is determined whether or not the hybrid vehicle A has started to move by the driving force of the motor generator 9 without being driven by the engine 1 (step 174).

  If the determination result in step 174 is “yes”, it is determined whether or not the evacuation to a place where the vehicle does not interfere with other vehicles is completed after a predetermined time (step 175). This determination is made based on, for example, the operation of the parking brake when the hybrid vehicle A is stopped. Note that if the judgment results in Steps 171 and 172 are “No”, the process returns. If the judgment results in Steps 173, 174, and 175 are “No”, the process returns to Step 172. As described above, according to the control example of FIG. 31, even when the engine 1 or the automatic transmission 2 breaks down and it becomes impossible to travel with the driving force of the engine 1, the driving force of the motor generator 9 The hybrid vehicle A can run.

  FIG. 32 is a flowchart showing another control example performed in the hybrid vehicle A. In this control example, the capacity (voltage) of the first battery 43 is detected by the second controller 46, and it is determined whether or not the starting motor 44 cannot be operated due to insufficient capacity of the first battery 43. Determination is made (step 181). If the determination result in step 181 is “yes”, it is determined whether the starting motor 44 and the second battery 16 are connected by a switch (not shown) or the like (step 182). When the determination result is “yes”, when the ignition key is turned on by the driver (step 183), power is supplied from the second battery 16 to the starting motor 44 and the starting motor 44 is operated (step 183). 184). The voltage of the second battery 16 is transformed by the voltage device 45 to adjust the rotational speed of the engine 1. It should be noted that if the judgment results in step 181 and step 182 are “no”, the process returns. As described above, according to the control example of FIG. 32, when the capacity of the first battery 43 is insufficient, the direct current of the second battery 16 is controlled to be supplied to the starting motor 44. The engine 1 can be started to start running.

  3, 5, 6, 7, 19, 30, 31, and 32, the control example is a selection gear type transmission instead of the automatic transmission 2, for example, a sliding mesh type, always-on type The present invention can also be applied to a hybrid vehicle using a meshing type, a constant speed meshing type, or the like. 7, 8, 12, 12, 16, 16, 17, 19, 22, 22, 25, 27, 28, 29, 31, and 32 are controlled by the engine 1. Instead, the present invention can be applied to a hybrid vehicle using another power source, for example, an electric motor system, a flywheel system, a gas turbine, a fuel cell system, and the like. Further, the control examples of FIGS. 8, 12, 14, 16, 17, 19, 22, 22, 25, 27, 30, 31, and 32 are replaced with other motor generators 9 as other control examples. The present invention is also applicable to a hybrid vehicle using a power source, for example, an electric motor having only a power running function, a hydraulic motor, a flywheel system, and a gas turbine.

  Furthermore, in this embodiment, a plurality of power sources of the same type may be used, or different types of power sources may be combined. Furthermore, either a serial type or a parallel type can be adopted as a method for connecting each power source. In addition, as a driving method of the hybrid vehicle, a four-wheel drive vehicle having a configuration in which the driving force of each power source is transmitted to all wheels, or a four-wheel drive vehicle having a configuration in which the driving force of each power source is transmitted to different wheels. Either a wheel drive vehicle or a two-wheel drive vehicle configured to transmit the driving force of each power source only to some of the wheels may be employed. The drive system for a four-wheel drive vehicle may be either part-time or full-time.

It is a conceptual diagram which shows schematic structure of the hybrid vehicle in this invention. It is a block diagram which shows the control circuit of the hybrid vehicle in this invention. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. It is a characteristic diagram which shows the relationship between the torque ratio detected in the example of control of FIG. 8, and speed ratio. It is a characteristic diagram which shows the relationship between the turbine torque detected in the example of control of FIG. 8, and a vehicle speed. It is a characteristic diagram which shows the relationship between the acceleration detected in the example of control of FIG. 8, and time. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. FIG. 13 is a characteristic diagram showing a change in output torque of the automatic transmission when a downshift is executed in the control example of FIG. 12. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. FIG. 15 is a characteristic diagram showing a change in output torque of the automatic transmission and a change in hydraulic pressure of the servo actuator when a downshift is executed in the control example of FIG. 14. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. FIG. 18 is a characteristic diagram showing a change in output torque of the automatic transmission and a change in engine torque in the control example of FIG. 17. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. FIG. 20 is a characteristic diagram illustrating a relationship between a change in output torque and a vehicle speed at each gear position of the automatic transmission in the control example of FIG. 19. FIG. 20 is a characteristic diagram showing a relationship between acceleration and time of the hybrid vehicle in the control example of FIG. 19. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. It is a characteristic diagram which shows the relationship between the change of the output torque of an automatic transmission, and time in the example of control of FIG. It is a characteristic diagram which shows the relationship between the change of the output torque of an automatic transmission, and time in the example of control of FIG. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. FIG. 26 is a characteristic diagram showing a relationship between a change in output torque of the automatic transmission and time in the control example of FIG. 25. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1. 2 is a flowchart showing an example of control of the hybrid vehicle shown in FIG. 1.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 2B ... Torque converter (starting device), 2D ... Lock-up clutch, 7, 8 ... Front wheel, 9 ... Motor generator, 14, 15 ... Rear wheel, 18 ... First controller, A ... a hybrid car.

Claims (1)

An engine and a motor / generator are provided as a driving force source of the vehicle, and a torque converter for transmitting torque via a fluid is provided in a path for transmitting engine torque to wheels, and an input member of the torque converter and A hybrid provided with a lockup clutch that selectively connects an output member, and an automatic transmission that is capable of switching a gear position based on a traveling state of the vehicle is provided in a path from the torque converter to a wheel. In the car,
The motor / generator is connected to a wheel different from the wheel to which the engine torque is transmitted,
Detection means for detecting that the input member and the output member are connected by the lock-up clutch while the vehicle is running and the engine is in operation, and an increase for detecting an increase request for the driving force of the vehicle A request detection means;
If the driving force increase request is detected while the lockup clutch is engaged, and the driver does not require rapid acceleration, the engine torque is maintained while the engine is operating. A hybrid vehicle comprising: control means for adding the output of the motor / generator to the driving force of the vehicle.

Images