JP4135107B2 - Hybrid vehicle drive device and control method thereof - Google Patents

Hybrid vehicle drive device and control method thereof Download PDF

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JP4135107B2
JP4135107B2 JP2004320799A JP2004320799A JP4135107B2 JP 4135107 B2 JP4135107 B2 JP 4135107B2 JP 2004320799 A JP2004320799 A JP 2004320799A JP 2004320799 A JP2004320799 A JP 2004320799A JP 4135107 B2 JP4135107 B2 JP 4135107B2
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clutch
engine
motor
control
generator
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JP2006131037A (en
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靖彦 小林
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アイシン・エィ・ダブリュ株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/40Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/421Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/44Drive Train control parameters related to combustion engines
    • B60L2240/441Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/48Drive Train control parameters related to transmissions
    • B60L2240/486Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/50Drive Train control parameters related to clutches
    • B60L2240/507Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00Driver interactions
    • B60L2250/26Driver interactions by pedal actuation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00Operating Modes
    • B60L2260/20Drive modes; Transition between modes
    • B60L2260/26Transition between different drive modes
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

Description

  The present invention relates to a drive device mounted on a hybrid vehicle that travels using both an engine and a motor, and a control method therefor.

  As a technique related to control at the time of engine start in a drive device mounted on a hybrid vehicle that travels using both an engine and a motor, for example, the following technique is described in Patent Document 1 below. This technology uses a motor to drive a parallel hybrid vehicle having an engine separation clutch to start the engine by fastening the engine separation clutch while maintaining a smooth vehicle response to the driver's request using a motor. In this control technique, the motor is controlled in a speed following control mode that performs control adapted to whatever torque is necessary to obtain a desired set speed throughout the engine start. That is, when starting the engine, first, an engine separation clutch is engaged, a desired speed is commanded to the motor, fuel is supplied to the engine, and the engine is started. After that, calculate the desired engine torque and increase the engine torque proportionally while gradually decreasing the motor torque until the motor torque reaches zero while maintaining the vehicle speed using, for example, a proportional integral controller To control.

  Here, the setting of the desired speed of the motor is based on the operation state of the entire vehicle and the driver's request, and can be either a trajectory based on the vehicle speed and acceleration at a current time and a past time, or a constant value. On the other hand, if the driver is not currently commanding the operating torque and a power transmission unit such as an automatic transmission that transmits the driving force from the engine and motor to the wheels is not coupled, the desired set speed is Set to the desired idle speed of the engine.

JP 2003-129926 A (page 1-5, FIG. 1-2)

  However, in the control technology at the time of engine start in the hybrid vehicle drive apparatus as described above, when the engine transmission is requested while the vehicle is traveling by the driving force of the motor because the power transmission unit is coupled, the rotational speed of the motor Depending on the operating state of the vehicle including the engine, there is a problem that the engine cannot be started properly. That is, in order to start the engine, it is necessary to rotate the crankshaft of the engine at a certain number of revolutions or more, for example, the vehicle is running by the driving force of the motor with the power transmission unit coupled, When the speed of the vehicle is low, the above control technique controls the number of rotations of the motor to be low according to the speed of the vehicle. Therefore, when the rotational speed of the motor is lower than the rotational speed at which the engine can be started, there is a problem that the engine cannot be started immediately at the vehicle speed.

  The present invention has been made in view of the above problems, and its object is to provide a vehicle operating state that includes the rotational speed of the motor when there is an engine start request during traveling of the vehicle by the driving force of the motor. Regardless, the present invention is to provide a hybrid vehicle drive device and a control method thereof that can start the engine in a short time.

Features configuration of a hybrid vehicle drive system according to the present invention for achieving the above object, a motor, a first clutch which transmits or disconnects the driving force between the motor and the engine, the motor and the A second clutch that transmits or disconnects driving force of one or both of the engines to the wheel side, and a control device that controls the operation of the motor, the first clutch, and the second clutch, and the control device. When the engine is requested to start the wheel while the motor is driving the motor, if the rotational speed of the motor is less than a predetermined threshold value, the second clutch is opened and the first clutch Is engaged, the engine is started with the rotational speed of the motor being equal to or higher than the rotational speed at which the engine can be started, and the first clutch is released after the engine is started to release the second clutch. It lies in performing control to engage the.

  According to this characteristic configuration, when there is an engine start request during driving of the wheels by the motor, if the rotation speed of the motor is less than the predetermined threshold value, the second clutch is opened and the first clutch is released. Engage one clutch and start the engine by cranking it by rotating the motor. After the engine starts, the first clutch is released and the second clutch is engaged. The engine can be reliably started while maintaining the smooth operation state of the wheel without transmitting the fluctuation of the force and the fluctuation of the rotational speed of the motor at the time of starting the engine to the wheel side.

In addition, after the engine is started, at least when the second clutch is completely engaged, the control device performs control to rotate the motor at a rotational speed corresponding to the rotational speed on the wheel side of the second clutch. This is preferable.
As such control, for example, when the second clutch is engaged after the engine is started, the control device synchronizes the rotation speed of the motor with the rotation speed of the wheel side of the second clutch, Control to increase the engagement pressure of the second clutch can be performed.
Further, for example, when the control device engages the second clutch after starting the engine, the control device synchronizes the rotational speed of the motor with the rotational speed of the wheel side of the second clutch, and then the second clutch. It is also possible to perform control for starting the engagement.

As a result, since the second clutch is engaged with the motor side and the wheel side of the second clutch having substantially the same rotational speed, the difference in rotational speed between the two sides when the second clutch is engaged. As a result, the driving force fluctuates and is prevented from being transmitted to the wheel side. Therefore, the smooth operation state of the wheels can be maintained.
Moreover, it can be set as the structure with few loads, such as friction which acts with respect to a 2nd clutch. Therefore, it is possible to extend the life of the second clutch, or it is possible to use an inexpensive clutch that can hardly transmit driving force while slipping as the second clutch. Thus, for example, the second clutch can be configured using a clutch, a brake, or the like inside an automatic transmission that has been generally used conventionally.

  Further, it is preferable that the control device performs a rotational speed control on the motor when the second clutch is disengaged and performs a torque control on the motor when the second clutch is engaged. .

  As a result, in a state where the second clutch is released and the driving force of the motor is not transmitted to the wheel side, it is necessary to start the engine by performing control to maintain the rotational speed of the motor at or above the rotational speed necessary for starting the engine. The engine can be started reliably regardless of the magnitude of the torque, and in the state where the second clutch is engaged and the driving force of the motor is transmitted to the wheels, The vehicle can be run by operating the motor so as to meet the torque request based on the operation.

  Here, it is preferable that the threshold value is set to be equal to or higher than a rotation speed at which the engine can be started.

  This makes it possible to reliably start the engine in a short time if the motor rotation speed is less than the rotation speed at which the engine can be started when an engine start request is made while the wheel is driven by the motor. Become.

Further, it is preferable that the control device performs control to transmit the output torque of the engine to the wheel side while sliding the first clutch in a half-engaged state after the second clutch is completely engaged. .
Thereby, the fluctuation | variation of the output torque of the engine transmitted to the wheel side can be made gentle.

  A characteristic configuration of a control method for a hybrid vehicle drive device according to the present invention includes a motor, a first clutch that transmits or disconnects a driving force between the motor and the engine, and one or both of the motor and the engine. And a second clutch for transmitting or disconnecting the driving force to the wheel side, when the engine is requested to start while the wheel is driven by the motor. When the rotational speed of the motor is less than a predetermined threshold value, the second clutch is disengaged and the first clutch is engaged, and the rotational speed of the motor is set to a speed at which the engine can be started. The engine is started when the number is greater than or equal to the number, and after the engine is started, the first clutch is released and the second clutch is engaged.

  According to this characteristic configuration, when there is an engine start request during driving of the wheels by the motor, if the rotation speed of the motor is less than the predetermined threshold value, the second clutch is opened and the first clutch is released. Engage one clutch and crank and start the engine by rotating the motor. After starting the engine, the first clutch is released and the second clutch is engaged. It is possible to reliably start the engine while maintaining the smooth operation state of the wheel without transmitting the fluctuation of the driving force and the fluctuation of the rotational speed of the motor when starting the engine to the wheel side.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a conceptual diagram showing an outline of a system configuration of a hybrid vehicle drive device according to the present embodiment.

  The drive device 1 according to the present embodiment is mounted on a hybrid vehicle, transmits the driving force of one or both of the motor / generator M / G and the engine E to the wheels W, and also when the engine E is stopped, the motor / generator M / G. This is a device for starting the engine E by transmitting the driving force of G to the engine E. Therefore, the driving device 1 includes a motor / generator M / G, a first clutch C1 that transmits or disconnects driving force between the motor / generator M / G and the engine E, a motor / generator M / G, and a wheel W. , And a transmission 2 that also functions as a second clutch C2 that transmits or disconnects the driving force of one or both of the motor / generator M / G and the engine E to the wheel W side, and their operations It has the control apparatus 3 which performs control. The output shaft 4 of the transmission 2 is connected to a differential gear 5 from which driving force is transmitted to the wheels W via the driving shaft 6. Here, as the engine E, an internal combustion engine such as a gasoline engine or a diesel engine is preferably used.

  As shown in FIG. 1, the system configuration of the drive device 1 is a gear shift that also functions as an engine E, a first clutch C1, a motor / generator M / G, and a second clutch C2 along the transmission path of the driving force. It can represent as a structure connected in series of the machine 2 and the wheel W in order. In FIG. 1, in order to express the system configuration of the drive device 1 according to the present embodiment in an easy-to-understand manner, the inside of the transmission 2 is separated into a second clutch C2 and a transmission mechanism 7 and functionally expressed. Yes.

The motor / generator M / G receives the supply of electric power from the battery 9 converted from direct current to alternating current by the inverter 8 and rotationally drives the intermediate shaft 10. The intermediate shaft 10 has one end connected to a crankshaft 11 that rotates synchronously with a crankshaft (not shown) of the engine E via a first clutch C1, and the other end connected to a transmission mechanism of the transmission 2 via a second clutch C2. 7 is connected. Accordingly, the motor / generator M / G can start (crank) the engine E when the first clutch C1 is engaged, and drive the wheels W when the second clutch C2 is engaged. It has a configuration that can.
The motor / generator M / G can be operated as a generator in a state where the intermediate shaft 10 is driven by the driving force from the engine E or the wheel W side. In this case, the electric power generated by the motor / generator M / G is converted from alternating current to direct current by the inverter 8 and stored in the battery 9.
The operation control of the motor / generator M / G is performed based on a control signal from the M / G control device 12.

The first clutch C1 is disposed between the motor / generator M / G and the engine E, and the intermediate shaft 10 that is rotationally driven by the motor / generator M / G and a crank that rotates in synchronization with a crankshaft (not shown) of the engine E. By connecting or disconnecting the shaft 11, the driving force is transmitted or disconnected between the engine E and the motor / generator M / G.
Therefore, when the engine E is stopped, the driving force of the motor / generator M / G can be transmitted to the engine E by engaging the first clutch C1, and the engine E can be started. The driving force of the engine E is transmitted to the wheels W via the transmission 2 by engaging the first clutch C1.
As such a first clutch C1, a clutch capable of transmitting a driving force while sliding in a half-engaged state from the start of engagement to a fully engaged state is preferably used. A wet multi-plate clutch or the like is used.
The operation control of the first clutch C1 is performed based on a control signal from the first clutch control device 13.

Here, the transmission 2 is disposed between the motor / generator M / G and the wheels W, and is rotated from the intermediate shaft 10 that is rotationally driven by the driving force of one or both of the motor / generator M / G and the engine E. The input rotation is shifted at a desired speed ratio and output to the output shaft 4, and the driving force (rotation) is transmitted to the output shaft 4 or disconnected.
As such a transmission 2, a stepped or continuously variable automatic transmission is preferably used. In the present embodiment, a stepped automatic transmission such as a six-stage is used as the transmission 2, which changes the input rotation transmitted via the intermediate shaft 10 at a desired gear ratio and outputs the output shaft. 4 has a planetary gear train for output to 4 and a clutch and brake for controlling the operation of this planetary gear train. The transmission 2 switches to a desired gear position by engaging or releasing these clutches and brakes, or does not transmit the driving force input from the intermediate shaft 10 to the output shaft 4. It can be in an idle (neutral) state.
That is, the transmission 2 switches between a transmission state in which a desired shift speed is selected and the driving force input from the intermediate shaft 10 is transmitted to the output shaft 4 and an idling state in which the driving force is not transmitted to the output shaft 4. Therefore, it also functions as the second clutch C2. Therefore, as described above, the transmission 2 can be considered as having the second clutch C2 and the transmission mechanism 7 from a functional viewpoint.
In the present embodiment, the operation control of the transmission 2 is performed based on a control signal from the transmission control device 14.

The control device 3 includes an engine control device 15 that controls the operation of the engine E, an M / G control device 12 that controls the operation of the motor / generator M / G, and a first clutch control device 13 that controls the operation of the first clutch C1. A transmission control device 14 that controls the operation of the transmission 2 and a vehicle control device 16 that controls the operation of the entire vehicle are provided.
Further, the vehicle control device 16 includes a rotation speed sensor 17 that detects the rotation speed of the intermediate shaft 10 (in the present embodiment, the rotation speed Rmg of the motor / generator M / G), and the output shaft 4 of the transmission 2. Detection signals from a vehicle speed sensor 18 that detects the number of revolutions of the vehicle, an accelerator sensor 20 that detects the amount of depression of the accelerator pedal 19 (accelerator opening), and a brake sensor 22 that detects the amount of depression of the brake pedal 21 are input. It has a configuration.
Further, the memory 23 of the vehicle control device 16 stores a state flag determined by the vehicle control device 16 based on information from each part of the vehicle, as will be described later.

Next, operation control of the drive device 1 according to the present embodiment will be described based on the drawings.
2 to 5 are flowcharts showing operation control of the drive device 1 according to the present embodiment. 6 and 7 are timing charts showing the operating states of the respective parts at the time of engine start in the driving apparatus 1 according to the present embodiment.

As shown in FIGS. 2 to 7, in the present embodiment, the control device 3 determines that the motor / generator is requested when the engine E is requested to start while the wheels W are driven only by the motor / generator M / G. Two types of control patterns for high rotation (control processing for “engine start at high rotation”) and control patterns for low rotation (control processing for “engine start at low rotation”) are selected according to the rotational speed Rmg of M / G. The engine E is controlled to start according to the control pattern.
Hereinafter, the operation control of the drive device 1 according to the present embodiment will be described in detail with a focus on the operation control for starting the engine E.

FIG. 2 shows any one of the four control processes of “motor running”, “high-speed engine start”, “low-speed engine start”, and “engine + motor / generator travel” in the drive device 1 according to the present embodiment. It is a flowchart which shows the flow of a process in the control apparatus 3 at the time of selecting these. As shown in this figure, when the state flag stored in the memory 23 is in the “EV” state indicating “motor running” (step # 01: YES), the control device 3 controls the “motor running”. The process is selected and executed (step # 02), and when the state flag is in the state of “EstartH” indicating “high speed engine start” (step # 03: YES), the control of “high speed engine start” is performed. When the process is selected and executed (step # 04) and the state flag is in the state of “EstartL” indicating “engine start at low speed” (step # 05: YES)
Then, the control process of “engine start at low speed” is selected and executed (step # 06), and the state flag is in the state of “E + M / G” indicating “engine + motor / generator running” (step # 07). : YES), the “engine + motor / generator running” control process is selected and executed (step # 08).

  Here, the state flag is determined in the vehicle control device 16 based on information from various parts of the vehicle including the accelerator sensor 20, the brake sensor 22, the vehicle speed sensor 18, and the rotation speed sensor 17, and stored in the memory 23. In addition, this state flag can be specifically determined by comparing information from each part of the vehicle with a running state map using this information as a parameter.

  FIG. 3 is a flowchart showing details of the control process of step # 02 “motor running” in the flowchart of FIG. As shown in this figure, in the “motor running” control process, the state flag stored in the memory 23 is “EV” indicating “motor running” until there is an engine start request (step # 11: NO). (Step # 12). Here, the engine start request is for the case where the accelerator opening becomes large and the output torque is insufficient with only the motor / generator M / G, or the remaining amount of the battery 9 for driving the motor / generator M / G has decreased. In some cases, the vehicle control device 16 outputs the engine control device 15, the M / G control device 12, the first clutch control device 13, and the transmission control device 14.

Then, the control device 3 sets the operating pressure P1 of the first clutch C1 to “0” (step # 13), and the operating pressure P2 of the second clutch C2 is completely engaged so that the second clutch C2 is in a fully engaged state. The pressure is set to P2e (step # 14), and the motor / generator M / G is operated so that the output torque Tmg of the motor / generator M / G matches the required torque Tth (step # 15).
Here, the required torque Tth is determined by the vehicle control device 16 based on the information on the accelerator opening detected by the accelerator sensor 20. At this time, in order to prevent the output torque relative to the accelerator opening from differing between when the engine is traveling and when the motor / generator M / G is traveling, the accelerator opening and the output torque Tmg of the motor / generator M / G are This relationship is preferably matched to the relationship between the accelerator opening and the engine output torque. Therefore, here, the required torque Tth is determined in accordance with the accelerator opening detected by the accelerator sensor 20 so as to coincide with the output torque of the engine at the accelerator opening at that time. As a result, the motor travel reflecting the output request by the driver's accelerator operation can be performed without giving the driver an uncomfortable feeling during the motor travel.

When there is an engine start request (step # 11: YES), the control device 3 determines whether or not the rotational speed Rmg of the motor / generator M / G is less than the threshold rotational speed Rt ( Step # 16). In the present embodiment, the rotational speed Rmg of the motor / generator M / G is detected based on a detection signal from the rotational speed sensor 17 that detects the rotational speed of the intermediate shaft 10.
The threshold rotational speed Rt is set to a rotational speed that is equal to or higher than the rotational speed of the motor / generator M / G that can start the engine E when the first clutch C1 is fully engaged. That is, the threshold rotational speed Rt is equal to or higher than the rotational speed at which the engine E can be started by the driving speed of the motor / generator M / G when the first clutch C1 is fully engaged. Is set to be Specifically, it is desirable to set it to about the idling speed of the engine E. For example, about 600 to 700 rpm is preferable.

When the rotational speed Rmg of the motor / generator M / G is not less than the threshold rotational speed Rt (step # 16: NO), the control device 3 sets the status flag stored in the memory 23 to “at high rotational speed”. “EstartH” indicating “engine start” is set (step # 17). As a result, as shown in the flowchart of FIG. 2, “high engine start” control (step # 04) is performed. On the other hand, when the rotation speed Rmg of the motor / generator M / G is less than the threshold rotation speed Rt (step # 16: YES), the state flag stored in the memory 23 is set to “engine start at low rotation speed”. "EstartL" indicating "" (step # 18). Thereby, as shown in the flowchart of FIG. 2, the “low engine start” control (step # 06) is performed.
This completes the control process for “motor running”.

FIG. 4 is a flowchart showing details of the control process of Step # 04 “Engine Start at High Rotation” in the flowchart of FIG. As shown in this figure, in the control process of “high-speed engine start”, first, the control device 3 determines whether or not the operating pressure P1 of the first clutch C1 is the standby pressure P1s (step #). 31) When the operating pressure P1 of the first clutch C1 is not the standby pressure P1s (step # 31: NO), the operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (step # 32). Here, the standby pressure P1s of the first clutch C1 is a pressure for setting the first clutch C1 in a preparation state before the start of engagement, and is set to a pressure for operating the first clutch C1 to a state immediately before the start of engagement. It is preferable.
Then, with the operating pressure P2 of the second clutch C2 set to the complete engagement pressure P2e (step # 33), the motor / generator M / G so that the output torque Tmg of the motor / generator M / G matches the required torque Tth. Is operated (step # 34).

  When the operating pressure P1 of the first clutch C1 becomes the standby pressure P1s (step # 31: YES), the control device 3 determines whether or not the engine E is in a complete explosion state (step # 35). ). Whether or not the engine has completely exploded is determined based on detection signals input to the engine control device 15 from various sensors provided in the engine.

  When the engine E is not in the complete explosion state (step # 35: NO), the control device 3 keeps the operating pressure P2 of the second clutch C2 at the complete engagement pressure P2e (step # 36). The operating pressure P1 of one clutch C1 is increased at a predetermined rate of change to the full engagement pressure P1e at which the first clutch C1 is in a fully engaged state (step # 37). Thereby, the engagement pressure of the 1st clutch C1 can be raised. In the present embodiment, the control for increasing the operating pressure P1 of the first clutch C1 to the full engagement pressure P1e is performed by detecting the slip amount of the first clutch C1 and until the slip amount becomes zero. Feedback control is performed to increase the operating pressure P1.

Then, the clutch transmission torque Tc transmitted from the motor / generator M / G to the engine E side via the first clutch C1 is detected (step # 38). This clutch transmission torque Tc corresponds to the torque used for cranking and starting the engine E by the motor / generator M / G via the first clutch C1.
The clutch transmission torque Tc can be detected by, for example, calculating the clutch transmission torque Tc in the vehicle control device 16 based on the operating pressure P1 of the first clutch C1. That is, at this time, the first clutch C1 is controlled to increase its operating pressure P1 to the full engagement pressure P1e (step # 37), and the larger the torque transmitted in the first clutch C1, the higher the operating pressure. Engagement is performed by P1 and by full engagement pressure P1e. Therefore, the operating pressure P1 of the first clutch C1 has a certain relationship with the clutch transmission torque Tc transmitted by the first clutch C1. Therefore, the vehicle control device 16 calculates the clutch transmission torque Tc based on the operating pressure P1 of the first clutch C1 using a relational expression or table between the operating pressure P1 of the first clutch C1 and the clutch transmission torque Tc. Can do.

  Then, the control device 3 operates the motor / generator M / G so that the output torque Tmg of the motor / generator M / G becomes a torque obtained by adding the clutch transmission torque Tc to the required torque Tth (step # 39). As a result, the engine E can be started while the motor traveling reflecting the output request by the driver's accelerator operation is performed. The required torque Tth is determined by the vehicle control device 16 based on the accelerator opening information detected by the accelerator sensor 20 as described above.

When the engine E reaches the complete explosion state (step # 35: YES), the control device 3 sets the state flag stored in the memory 23 to “E + M” indicating “engine + motor / generator running”. / G "(step # 40). Thereby, as shown in the flowchart of FIG. 2, the “engine + motor / generator running” control (step # 08) is performed.
This completes the control process for “starting the engine at high speed”.

  FIG. 6 is an example of a timing chart showing an operation state of each part when the engine E is started in accordance with the control process of “high speed engine start” after performing “motor running” from the stop state of the vehicle. In the example shown in this figure, when the brake pedal is depressed by the driver, the vehicle is in a stopped state (region A). Next, when the brake pedal is released by the driver, the control device 3 starts to rotate the motor / generator M / G according to the release of the brake pedal, and a torque converter is provided to drive the vehicle in the same manner as the creep state in the automatic transmission vehicle. A torque for slowly moving forward is output (region B). Thereby, “motor running” is started. Thereafter, when the accelerator pedal 19 is depressed by the driver, the control device 3 operates the motor / generator M / G so that the output torque Tmg of the motor / generator M / G matches the required torque Tth (FIG. 3). “Refer to step # 15) and“ motor running ”is performed (area C).

  When an engine start request is output from the vehicle control device 16, the control device 3 starts control of “high-speed engine start”. That is, the operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (see step # 32 in FIG. 4), and the first clutch C1 is operated to a state just before the engagement is started (area D). Thereafter, while increasing the operating pressure P1 of the first clutch C1 to the complete engagement pressure P1e at a predetermined rate of change (see step # 37 in FIG. 4), the output torque Tmg of the motor / generator M / G becomes the required torque Tth. Then, the motor / generator M / G is operated so as to obtain a torque obtained by adding the clutch transmission torque Tc (see step # 39 in FIG. 4), and the engine E is started (region E). In the example shown in FIG. 6, the engine start request is not due to an increase in the accelerator opening, but represents a case where the engine start request is output due to a decrease in the remaining amount of the battery 9.

After the engine E is completely exploded and started, “engine + motor / generator running” is started. At this time, the output torque Te of the engine E is increased while decreasing the output torque Tmg of the motor / generator M / G while maintaining the state where the required torque Tth is satisfied, and the ratio of the output torque Te of the engine E is continuously increased. (Region F). In the steady state of “engine + motor / generator running”, the output torque Te of the engine E is equal to the torque obtained by adding the required torque Tth and the torque (power generation torque) Teg required for the power generation of the motor / generator M / G. Thus, the vehicle travels by the output torque Te of the engine E, and the motor / generator M / G is driven to rotate and operates as a generator (region G).
During the series of operations shown in FIG. 6, the operating pressure P2 of the second clutch C2 remains at the full engagement pressure P2e. Further, when the control process of “high-speed engine start” is performed, the motor / generator M / G is controlled by torque control in all the above regions B to G.

FIG. 5 is a flowchart showing details of the control process of step # 06 “engine start at low speed” in the flowchart of FIG. As shown in this figure, in the control process of “low speed engine start”, first, the control device 3 has the operating pressure P1 of the first clutch C1 as the standby pressure P1s and the operating pressure P2 of the second clutch C2. Is determined to be the standby pressure P2s (step # 51). If not (step # 51: NO), the operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (step # 52). . Here, the standby pressure P1s of the first clutch C1 is a pressure for setting the first clutch C1 in a preparation state before the start of engagement, and is set to a pressure for operating the first clutch C1 to a state immediately before the start of engagement. It is preferable.
Then, the operating pressure P2 of the second clutch C2 is set to the standby pressure P2s (step # 53). Here, the standby pressure P2s of the second clutch C2 is a pressure that brings the second clutch C2 into an open state, and is an arbitrary value between a pressure that puts the second clutch C2 in a state immediately before the start of engagement and a pressure “0”. The pressure can be

Then, the control device 3 performs the rotational speed control so as to maintain the rotational speed Rmg of the motor / generator M / G at the engine start rotational speed Res (step # 54). The engine start rotational speed Res is equal to or higher than the rotational speed of the motor / generator M / G capable of starting the engine E when the first clutch C1 is fully engaged, similarly to the threshold rotational speed Rt. Set to a number. Specifically, it is desirable to set it to about the idling speed of the engine E. For example, about 600 to 700 rpm is preferable.
The rotation speed control for maintaining the motor / generator M / G at the predetermined rotation speed in this way is performed so that the motor / generator M / G has the predetermined rotation speed regardless of the load acting on the intermediate shaft 10. This can be done by controlling the output torque Tmg of the generator M / G.

  When the operating pressure P1 of the first clutch C1 is the standby pressure P1s and the operating pressure P2 of the second clutch C2 is the standby pressure P2s (step # 51: YES), the control device 3 determines that the engine E is complete. It is determined whether or not an explosion has occurred (step # 55). Whether or not the engine has completely exploded is determined based on detection signals input to the engine control device 15 from various sensors provided in the engine.

When the engine E is not in the complete explosion state (step # 55: NO), the control device 3 keeps the operating pressure P2 of the second clutch C2 at the standby pressure P2s (step # 56), and the first clutch The operating pressure P1 of C1 is increased at a predetermined rate of change to the full engagement pressure P1e at which the first clutch C1 is in a fully engaged state (step # 57). During this time, the rotational speed control is performed so that the rotational speed Rmg of the motor / generator M / G is maintained at the engine start rotational speed Res (step # 58).
At this time, by raising the operating pressure P1 of the first clutch C1 to the full engagement pressure P1e, the first clutch C1 enters the fully engaged state through the half-engaged state. As a result, the intermediate shaft 10 that is rotationally driven by the motor / generator M / G is connected to the crankshaft 11 that rotates in synchronization with a crankshaft (not shown) of the engine E, and the engine E is driven by the driving force of the motor / generator M / G. The crankshaft will be rotated. Therefore, in order to maintain the rotational speed Rmg of the motor / generator M / G at the engine start rotational speed Res, the output torque Tmg of the motor / generator M / G must be increased by the torque required for the cranking of the engine E. (See region K in FIG. 7).
As a result, the second clutch C2 is disengaged so that the driving force of the motor / generator M / G is not transmitted to the output shaft 4, and the fluctuation of the rotational speed Rmg of the motor / generator M / G affects the running state of the vehicle. The engine E can be started by increasing the rotational speed Rmg of the motor / generator M / G to a rotational speed at which the engine E can be started. Therefore, even when the rotational speed Rmg of the motor / generator M / G at the time of “motor running” is low, the wheel R without transmitting the fluctuation of the rotational speed Rmg of the motor / generator M / G at the start of the engine E to the wheel W. While maintaining the smooth operation state of W, the engine E can be reliably started.

When the engine E reaches the complete explosion state (step # 55: YES), the control device 3 determines that the rotational speed Rmg of the motor / generator M / G is equal to the rotational speed of the second clutch C2 on the wheel W side. It is determined whether or not the rotation speed is Rw (hereinafter referred to as “second clutch wheel side rotation speed”) (step # 59).
Here, the second clutch wheel-side rotation speed Rw is determined when the second clutch C2 is completely engaged, with the motor / generator M / G side (the intermediate shaft 10 side) and the wheel W side (the second clutch C2 side) This is the rotational speed of the motor / generator M / G when the rotational speed of the transmission mechanism 7 side) is substantially the same with a difference within a predetermined range. That is, the second clutch wheel-side rotation speed Rw is different depending on the traveling speed of the vehicle at that time and the gear stage selected in the transmission mechanism 7. Here, the traveling speed of the vehicle can be detected by the vehicle speed sensor 18. The gear stage of the transmission mechanism 7 is controlled by the transmission control device 14.
In this determination of step # 59, the second clutch wheel side rotational speed Rw is a value having a certain range, and the rotational speed Rmg of the motor / generator M / G is equal to the second clutch wheel side rotational speed Rw. If it is within the range, it is preferable to judge that the condition is satisfied.

When the rotational speed Rmg of the motor / generator M / G is not the second clutch wheel side rotational speed Rw (step # 59: NO), the operating pressure P2 of the second clutch C2 is kept at the standby pressure P2s (step #). 60) The operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (step # 61). Then, the rotational speed control is performed so that the rotational speed Rmg of the motor / generator M / G is synchronized with the rotational speed Rw of the second clutch wheel (step # 62).
The rotational speed control in which the rotational speed Rmg of the motor / generator M / G is set to the second clutch wheel-side rotational speed Rw is determined by the vehicle traveling speed detected by the vehicle speed sensor 18 and the speed stage selected by the speed change mechanism 7. Based on the second clutch wheel side rotational speed Rw determined from the information, the output torque Tmg of the motor / generator M / G necessary for setting the rotational speed Rmg of the motor / generator M / G to the second clutch wheel side rotational speed Rw. Can be calculated by controlling the motor / generator M / G according to the calculation result.
Thus, by synchronizing the rotation speeds of the motor / generator M / G side and the wheel W side of the second clutch C2, when the second clutch C2 is engaged, the motor / generator M / G side By absorbing the difference in rotation speed between the wheel and the wheel W side, it is possible to prevent fluctuations in the driving force from being transmitted to the wheel side. Therefore, it is possible to prevent a large load from being applied to the second clutch C2 when the second clutch C2 is engaged, and to maintain a smooth operation state of the wheels.

When the rotational speed Rmg of the motor / generator M / G becomes the second clutch wheel side rotational speed Rw (step # 59: YES), the operating pressure P2 of the second clutch C2 is the full engagement pressure P2e. Is determined (step # 63). This is a determination as to whether or not the second clutch C2 is in a fully engaged state. When the operating pressure P2 of the second clutch C2 is not the complete engagement pressure P2e (step # 63: NO), the operating pressure P1 of the first clutch C1 is kept at the standby pressure P1s (step # 64). ), The operating pressure P2 of the second clutch C2 is set to the complete engagement pressure P2e (step # 65). During this time, the rotational speed control is performed so that the rotational speed Rmg of the motor / generator M / G is maintained at the second clutch wheel-side rotational speed Rw (step # 66).
Thus, the wheel W can be driven by the driving force of the motor / generator M / G while maintaining the smooth operation state of the wheel.

When the operating pressure P2 of the second clutch C2 becomes the complete engagement pressure P2e (step # 63: YES), the control device 3 sets the state flag stored in the memory 23 to “engine + motor”. “E + M / G” indicating “generator running” is set (step # 67). Thereby, as shown in the flowchart of FIG. 2, the “engine + motor / generator running” control (step # 08) is performed.
This completes the control process for “starting the engine at low speed”.

  FIG. 7 is an example of a timing chart showing an operation state of each part when the engine E is started in accordance with the control process of “low-speed engine start” after performing “motor travel” from the stop state of the vehicle. In the example shown in this figure, when the brake pedal is depressed by the driver, the vehicle is stopped (region H). Next, when the brake pedal is released by the driver, the control device 3 starts to rotate the motor / generator M / G according to the release of the brake pedal. And a torque to be advanced is output (region I). Thereby, “motor running” is performed.

  When the accelerator pedal 19 is depressed by the driver, the control device 3 starts the control of “engine start at low rotation”. In the example shown in FIG. 7, the accelerator pedal 19 is greatly depressed from the state where the accelerator pedal 19 is not depressed and the vehicle is slowly moving forward, and the output torque is insufficient only with the motor / generator M / G. Therefore, the engine is started in a state where the rotational speed Rmg of the motor / generator M / G is a low rotational speed less than the threshold rotational speed Rt. That is, the operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (see step # 52 in FIG. 5), and the operating pressure P2 of the second clutch C2 is set to the standby pressure P2s (see step # 53 in FIG. 5). An idling state (idling state) in which the driving force of the motor / generator M / G is not transmitted to the output shaft 4 is set (region J). At this time, the control device 3 starts the rotational speed control for maintaining the rotational speed Rmg of the motor / generator M / G at the engine start rotational speed Res (see step # 54 in FIG. 5).

  Thereafter, the control device 3 performs the rotational speed control for maintaining the rotational speed Rmg of the motor / generator M / G at the engine start rotational speed Res (see step # 58 in FIG. 5), and the operating pressure P1 of the first clutch C1. Is increased at a predetermined rate of change to the full engagement pressure P1e at which the first clutch C1 is fully engaged (see step # 57 in FIG. 5), and the engine E is started (region K). At this time, the output torque Tmg of the motor / generator M / G is increased by a torque required for cranking the engine E.

After the engine E is completely exploded and started, the control device 3 keeps the operating pressure P2 of the second clutch C2 at the standby pressure P2s (see step # 60 in FIG. 5), and the operating pressure of the first clutch C1. P1 is set as the standby pressure P1s (see step # 61 in FIG. 5), and the rotational speed Rmg of the motor / generator M / G is synchronized with the second clutch wheel side rotational speed Rw (see step # 62 in FIG. 5) (region L ).
The operating pressure P1 of the first clutch C1 is set to the standby pressure P1s (see step # 64 in FIG. 5), and the rotation speed Rmg of the motor / generator M / G is maintained at the second clutch wheel side rotation speed Rw ( The operation pressure P2 of the second clutch C2 is set to the complete engagement pressure P2e (see step # 65 of FIG. 5). As a result, the wheels W are driven by the driving force of the motor / generator M / G (region M).

In the timing chart shown in FIG. 7, the operating pressure P2 of the second clutch C2 is increased at a predetermined change rate while synchronizing the rotational speed Rmg of the motor / generator M / G to the second clutch wheel side rotational speed Rw. Control is performed. This is to shorten the time required for engaging the second clutch C2.
However, as described with reference to the flowchart of FIG. 5, after the rotation speed Rmg of the motor / generator M / G is synchronized with the rotation speed Rw of the second clutch wheel, the increase of the operating pressure P2 of the second clutch C2 is increased. It is also possible to configure to start. In this case, the time required for engaging the second clutch C2 can be shortened by synchronizing the rotational speed Rmg of the motor / generator M / G with the second clutch wheel side rotational speed Rw in a short time.

Thereafter, “engine + motor / generator running” is started. Specifically, the output torque Tmg of the motor / generator M / G is decreased to increase the output torque Te of the engine E, and the operating pressure P1 of the first clutch C1 is increased to the full engagement pressure P1e at a predetermined change rate. (Region N). At this time, while the operating pressure P1 of the first clutch C1 is increased from the standby pressure P1s to the full engagement pressure P1e, the output torque Te of the engine E is increased and the first clutch C1 is slid in a half-engaged state. The output torque Te of the engine E is transmitted. Thereby, the fluctuation | variation of the output torque Te transmitted to the wheel W side is made gentle.
In the steady state of “engine + motor / generator running”, the output torque Te of the engine E is equal to the torque obtained by adding the required torque Tth and the torque (power generation torque) Teg required for the power generation of the motor / generator M / G. Thus, the vehicle travels by the output torque Te of the engine E, and the motor / generator M / G is driven to rotate and operates as a generator (region O).
As described above, when the control process of “engine start at low speed” is performed, the control device 3 controls the motor / generator M / G in the regions J to M where the second clutch C2 is in the released state. Rotational speed control is performed, and torque control is performed on the motor / generator M / G in the regions H, I, N, and O in which the second clutch C2 is completely engaged.

[Another embodiment]
(1) In the above embodiment, the configuration for detecting the rotational speed Rmg of the motor / generator M / G based on the detection signal from the rotational speed sensor 17 for detecting the rotational speed of the intermediate shaft 10 has been described. The means for detecting the rotational speed Rmg of the generator M / G is not limited to this, and any means capable of detecting the rotational speed Rmg of the motor / generator M / G directly or indirectly may be used. Therefore, for example, based on the detection signal from the vehicle speed sensor 18 that detects the rotational speed of the output shaft 4 of the transmission 2 and the information on the gear position selected in the transmission 2, the motor generator M is indirectly used. It is also a preferred embodiment to detect the rotational speed Rmg of / G.

(2) In the above embodiment, when there is a request for starting the engine E while the wheel W is driven only by the motor / generator M / G, the control for high speed is performed according to the rotational speed Rmg of the motor / generator M / G. The case where the engine E is started by the two control patterns of the pattern and the low-rotation control pattern has been described. However, the engine E is controlled by three or more control patterns according to the rotational speed Rmg of the motor / generator M / G. Of course, it is also possible to perform the starting control.

(3) In the above embodiment, as the control process for the K region in FIG. 7, the rotational speed Rmg of the motor / generator M / G is set to the engine start rotational speed while increasing the operating pressure of the first clutch at a predetermined rate of change. Although the description has been given of the case of performing the rotational speed control to be maintained at Res, it is also possible to perform the control in which the operating pressure of the first clutch is rapidly increased to be engaged. In this case, the load acting on the engine E increases, but the time required to start the engine E can be shortened.

(4) In the above embodiment, the case where the standby pressure P1s of the first clutch C1 is set to a pressure at which the first clutch C1 is operated to a state immediately before the start of engagement has been described as an example. The pressure is not limited to the above, and any pressure between the pressure at which the first clutch C1 is in a state immediately before the start of engagement and the pressure “0” can be set.

  The present invention can be suitably used for a hybrid vehicle that travels using both an engine and a motor.

The conceptual diagram which shows the outline of the system configuration | structure of the drive device for hybrid vehicles which concerns on embodiment of this invention. The flowchart which shows the flow of the process of selection of the control process in the drive device for hybrid vehicles which concerns on embodiment of this invention. The flowchart which shows the detail of control processing of step # 02 "motor running" in the flowchart of FIG. FIG. 2 is a flowchart showing details of the control process of step # 04 “engine start at high speed” in the flowchart of FIG. FIG. 2 is a flowchart showing details of the control process of step # 06 “engine start at low speed” in the flowchart of FIG. In the hybrid vehicle drive device according to the embodiment of the present invention, an example of a timing chart showing an operation state of each part when the engine is started in accordance with the control process of “high-speed engine start”. In the hybrid vehicle drive device according to the embodiment of the present invention, an example of a timing chart showing an operation state of each part when the engine E is started in accordance with the control process of “low-speed engine start”.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive apparatus 2 Transmission 3 Control apparatus 4 Output shaft E Engine M / G Motor generator W Wheel C1 First clutch C2 Second clutch Rmg Motor generator rotation speed Rt Threshold rotation speed Rw Second clutch wheel side rotation number

Claims (8)

  1. A motor, a first clutch that transmits or disconnects driving force between the motor and the engine, and a second clutch that transmits or disconnects driving force of one or both of the motor and the engine to the wheel side A controller for controlling the operation of the motor, the first clutch, and the second clutch, and a hybrid vehicle drive device comprising:
    When there is an engine start request during driving of the wheel by the motor, the control device opens the second clutch when the rotational speed of the motor is less than a predetermined threshold value. The first clutch is engaged, the engine is started with the rotation speed of the motor being equal to or higher than the rotation speed at which the engine can be started, the first clutch is released after the engine is started, and the second clutch is engaged. A hybrid vehicle drive device that performs matching control.
  2. Wherein the control device, after starting of the engine, at the time of full engagement of at least the second clutch according to claim 1, for performing control for rotationally driving the motor at a rotation speed corresponding to the rotational speed of the wheel side of the second clutch The drive device for hybrid vehicles as described in 2.
  3. The control device, when engaging the second clutch after starting the engine, synchronizes the rotation speed of the motor with the rotation speed of the second clutch on the wheel side, and increases the engagement pressure of the second clutch. The drive device for a hybrid vehicle according to claim 1 , wherein control for raising is performed.
  4. When the second clutch is engaged after the engine is started, the control device synchronizes the rotation speed of the motor with the rotation speed of the second clutch on the wheel side, and then engages the second clutch. The hybrid vehicle drive device according to claim 1 , wherein the start control is performed.
  5. The control device, in the open state of the second clutch performs rotational speed control for the motor, one of the four claims 1 to perform torque control for the motor is in the engaged state of the second clutch The hybrid vehicle drive device according to one item.
  6. The hybrid vehicle drive device according to any one of claims 1 to 5 , wherein the threshold value is set to be equal to or higher than a rotation speed at which the engine can be started.
  7. 7. The control device according to claim 1, wherein after the second clutch is completely engaged, the control device performs control to transmit the output torque of the engine to a wheel side while sliding the first clutch in a half-engaged state. The hybrid vehicle drive device according to one item.
  8. A motor, a first clutch that transmits or disconnects driving force between the motor and the engine, and a second clutch that transmits or disconnects driving force of one or both of the motor and the engine to the wheel side , A method for controlling a hybrid vehicle drive device comprising:
    When there is an engine start request during driving of the wheel by the motor, if the rotational speed of the motor is less than a predetermined threshold value, the second clutch is released to engage the first clutch. The motor is started at a speed higher than the speed at which the engine can be started, and the first clutch is released and the second clutch is engaged after the engine is started. Control method of drive device.
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JP2004320799A JP4135107B2 (en) 2004-11-04 2004-11-04 Hybrid vehicle drive device and control method thereof
DE112005002385.0T DE112005002385B4 (en) 2004-11-04 2005-08-31 Drive device for a hybrid vehicle and control method therefor
PCT/JP2005/015897 WO2006048968A1 (en) 2004-11-04 2005-08-31 Drive device for hybrid vehicle and control method for the same
CN2005800328689A CN101031460B (en) 2004-11-04 2005-08-31 Drive apparatus for hybrid vehicle and control method thereof
US11/257,998 US7347803B2 (en) 2004-10-27 2005-10-26 Drive apparatus for hybrid vehicle and control method and control device thereof
US11/258,184 US7351182B2 (en) 2004-10-27 2005-10-26 Drive apparatus for hybrid vehicle and control method thereof

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CN101031460A (en) 2007-09-05
DE112005002385B4 (en) 2015-10-08
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CN101031460B (en) 2010-12-01
WO2006048968A1 (en) 2006-05-11

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