JPH09308008A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the shock which is produced at the time of clutch coupling by a method wherein the torque of a motor is so controlled as to reduce input torque applied to an automatic speed changer temporarily at the time of coupling when the state of a unidirectional clutch is changed from an idling state to a synchronous state. SOLUTION: The output torque of a motor 14 is reduced by a coupling time motor control means 50 at the time of coupling when the state of a unidirectional clutch is changed from an idling state to a synchronous state. If the charge value stored in a capacitor 58 exceeds a predetermined minimum charge value, reverse driving torque is applied to the motor 14 to reduce the input torque of an automatic speed changer. The reduced values are calculated with formulae, etc., which are so predetermined as to have the reduced values proportional to the output torque and the input torque before the reduction. Further, the reduced values can be predetermined carefully by using the types of speed changing gears and the unidirectional clutches, the changing speed of an input shaft revolution, etc., as parameters. With this constitution, the shock which is produced when the unidirectional clutch is coupled can be satisfactorily reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle, and more particularly to a technique for reducing a shock when a one-way clutch is engaged during gear shifting of an automatic transmission.

[0002]

2. Description of the Related Art An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor run in a plurality of operating modes that are different. In addition, a hybrid vehicle in which an automatic transmission having a plurality of gear stages having different gear ratios is arranged between the engine and the electric motor and the drive wheels is disclosed in, for example, Japanese Patent Laid-Open No. 7-
No. 67208, etc. The operation mode includes an engine operation mode in which only the engine is used as a power source, a motor operation mode in which only the electric motor is used as a power source, and an engine / motor operation mode in which both the engine and the electric motor are used as power sources. There is.

In the above automatic transmission, a plurality of shift speeds are normally established by engagement and release control of engagement means such as clutches and brakes, but shift control is easily performed. One-way clutches are widely used for this purpose. Also, when the one-way clutch shifts from the idling state to the synchronizing state when shifting (when locked)
The temporary reduction of the engine torque at the time of engagement in order to reduce the shock is disclosed in, for example, Japanese Patent Application Laid-Open No. 5-1589 for an automatic vehicle that uses only the engine as a power source.

[0004]

However, in a hybrid vehicle having an electric motor as a power source in addition to the engine, the one-way clutch engagement is performed in the conventional engine torque reduction control because of the influence of the electric motor. There was a possibility that the time shock could not be reduced sufficiently.

The present invention has been made in view of the above circumstances. An object of the present invention is to provide an engine and an electric motor as power sources, and to provide such an engine and an electric motor with drive wheels. In a hybrid vehicle in which an automatic transmission is arranged between them, it is intended to effectively reduce the shock when the one-way clutch is engaged at the time of gear shifting or the like.

[0006]

In order to achieve the above object, the first aspect of the present invention uses (a) an engine that operates by combustion of fuel and an electric motor that operates by electric energy as power sources for running a vehicle. On the other hand, (b) an automatic transmission having at least a one-way clutch and capable of establishing a plurality of gear stages having different gear ratios is provided between the engine and the electric motor and the drive wheels. A control device for a hybrid vehicle in which (c) when the one-way clutch is engaged from the idling state to the synchronizing state, the input torque applied to the automatic transmission is temporarily reduced so as to reduce the input torque applied to the automatic transmission. It is characterized by having a motor control means at the time of engagement for performing torque control.

The second invention also includes (a) an engine that operates by combustion of fuel and an electric motor that operates by electric energy as a power source when the vehicle is running,
(b) Control of a hybrid vehicle in which an automatic transmission having at least a one-way clutch and capable of establishing a plurality of gear stages having different gear ratios is arranged between the engine and the electric motor and drive wheels In the device, (c) when the one-way clutch is engaged from the idling state to the synchronizing state,
It is characterized in that it has an engagement time engine control means for temporarily reducing the input torque applied to the automatic transmission by reducing the torque of the engine in consideration of the torque of the electric motor.

It should be noted that the temporary reduction of the input torque is that the input torque is reduced when the torque down control of the present invention is not performed, that is, compared with the original value determined by the required output such as the accelerator operation amount. Means
Since the input torque generally increases when the one-way clutch is engaged, the degree of increase may be small or the input torque may hardly change.

[0009]

According to the first aspect of the present invention in which the input torque is reduced by controlling the torque of the electric motor, for example, in a motor operation mode in which the electric motor is used as a power source, the driving torque of the electric motor is reduced so that the engine is driven by the power source. In the engine operation mode in which the vehicle travels as, the reverse drive torque is applied to the electric motor or the regenerative braking torque is generated, so that the shock when the one-way clutch is engaged can be favorably reduced in any case. In addition, the reduction timing and width of the input torque can be controlled with high accuracy as compared with the engine torque down control, so that it is possible to further effectively reduce the shock when the one-way clutch is engaged.

In the second aspect of the invention, the torque of the electric motor is taken into consideration to reduce the torque of the engine, so that the shock at the time of engaging the one-way clutch can be favorably reduced regardless of the presence of the electric motor.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, a combination of a planetary gear device, and the like.
The present invention can be applied to various types of hybrid vehicles including an engine and an electric motor as power sources for driving the vehicle, such as a mixed type in which outputs of an engine and an electric motor are combined or distributed by a distribution mechanism. The automatic transmission only needs to have at least a one-way clutch, and a planetary gear type automatic transmission in which the speed is changed by hydraulic friction engagement means such as a hydraulic clutch or brake is preferably used.

The engagement of the one-way clutch from the idling state to the synchronous state is not limited to the shift (downshift) to the shift stage established by the engagement of the one-way clutch, but the power is off at that shift stage. Therefore, the case where the one-way clutch is re-engaged with power-on after the idling state is included is also included. That is, for example, when the power is on when the rotation speed of the power source increases in response to an accelerator operation, and when the one-way clutch is not synchronized, it is determined that the engine is engaged when the idle state is changed to the synchronized state including the gear shift. It is possible to perform the above, and it is configured by including such engagement determination means. Whether or not they are synchronized can be determined by comparing the gear ratio of the automatic transmission with the actual rotation speed.

The on-engagement motor control means of the first aspect of the invention can reduce the input torque by torque control of the electric motor not only when traveling with the electric motor as the power source but also when traveling with the engine as the power source. However, the engine control means at the time of engagement of the second aspect of the invention may be used when traveling with the engine as the power source, and it can be used properly according to the operation mode (difference of the power source). The engagement-time motor control means may be used when the engagement-time engine control means cannot be used. The on-engagement engine control means of the second aspect of the invention includes, for example, torque reduction due to engine retardation, torque reduction due to reduction of throttle valve opening, and the like.
Various well-known techniques can be adopted.

The torque reduction amount of the input torque is determined in accordance with, for example, an operation mode (difference in power source), and is calculated by an arithmetic expression so as to increase in proportion to the total torque of the engine and the electric motor. Further, it is preferable that the gear type, the one-way clutch type, the engine inertia (change speed of the rotation speed), and the like are set as parameters. When traveling using only the electric motor as a power source, it is possible to adjust the motor torque so that the motor rotation speed is smoothly changed until the synchronous rotation.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 of a hybrid vehicle including a control device according to one embodiment of the present invention.

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

The planetary gear unit 16 is a composite distribution mechanism for mechanically distributing and distributing force. The planetary gear unit 16 forms an electric torque converter 24 together with the motor generator 14, and its ring gear 16
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
The carrier 16c is connected by the second clutch CE ₂ .

[0018] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Both the first clutch CE ₁ and the second clutch CE ₂ are friction type multi-disc clutches that are engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of a sub-transmission 20 composed of a front-mounted overdrive planetary gear unit and a main transmission 22 composed of a simple-coupling 3 planetary gear train with four forward gears and one reverse gear. .

More specifically, the auxiliary transmission 20 is a single pini
The on-type planetary gear device 32 and the hydraulic actuator are used.
Hydraulic clutch C frictionally engaged₀, Brae
B ₀And one-way clutch F₀Is configured with
You.

The main transmission 22 has three sets of single gears.
Nion type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C ₁, C_Two, Brake B₁, B_Two, B_Three, B_FourAnd one
Direction clutch F₁, F_TwoAnd is configured.

Then, the hydraulic circuit 44 is activated by energizing and de-energizing the solenoid valves SL1 to SL4 shown in FIG.
Is switched, or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever, whereby the clutch C ₀ ,
C ₁ , C ₂ , and brakes B ₀ , B ₁ , B ₂ , B ₃ , B ₄ are respectively engaged and released, and as shown in FIG. 5th),
Each of the first reverse speeds (Rev) is established.

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

In the column of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, and "●" indicates that a shift lever (not shown) indicates an engine brake range, for example, "3".
Engagement is performed when operated to a low speed range such as the “2” and “L” ranges, and a blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev and the engine brake range are established by mechanically switching the hydraulic circuit 44 by the manual shift valve mechanically connected to the shift lever, and the shift is performed. When the lever is operated to the D (forward) range, the 1st to 5th gear shifts are electrically controlled by the solenoid valves SL1 to SL4.

The gear ratio of the forward gear is from 1st to 5
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ).

The gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

As shown in the operation table of FIG. 3, the second
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
The circuit shown in FIG. 4 is incorporated in the above-described hydraulic circuit 44 in order to smoothly perform this shift.

In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve,
Further, reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
As shown on the lower side of 1, 72. The numbers indicate the respective gears.

Of the ports of the 2-3 shift valve 71, the third brake B ₃ is connected to the brake port 74 communicating with the input port 73 at the first speed and the second speed, and the third brake B ₃ is connected to the oil passage 7.
It is connected via 5. This oil passage has an orifice 7
6 is interposed, and a damper valve 77 is connected between the orifice 76 and the third brake B ₃ .
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 is a B-3 control valve has a third engaging pressure of the brake B ₃ to be directly controlled by the B-3 control valve 78. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports of the 2-3 shift valve 71, a port 86 for outputting the D range pressure at the third or higher speed is connected to the port 85 which opens at the position where the spring 81 is disposed. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 7
8 is configured such that the pressure adjustment level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. ing.

Further, reference numeral 89 in FIG. 4 is 2-3.
The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 disposed therebetween. First
And a second plunger 93 disposed on the opposite side to the plunger 91 of the second embodiment.

An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89.
5 is connected to the port 96 of the 2-3 shift valve 71, which is communicated with the brake port 74 at a gear speed higher than the third gear speed.

Further, this oil passage 95 is branched on the way,
Port 9 opening between the small land and the large land
7 is connected via an orifice. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

The linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B ₂ has an orifice at the port opened at the end of the second plunger 93. Connected through.

The oil passage 87 is for supplying / discharging hydraulic pressure to / from the second brake B ₂ , and a small-diameter orifice 101 and an orifice 102 with a check ball are interposed in the middle thereof. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
04 is interposed, and this oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust pressure speed from the second brake B ₂ , and the port 107 formed in the intermediate portion so as to be opened and closed by the spool 106 has the second brake B 2. ₂
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively communicated with the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

Of the ports of the orifice control valve 105, a control port 112 formed at the end opposite to the spring for pressing the spool 106 is connected to the port 114 of the 3-4 shift valve 72 via the oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed.

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

In the 2-3 shift valve 71, the port 116 for outputting the D range pressure at the gears below the second gear is opened in the 2-3 timing valve 89 where the spring 92 is arranged. It is connected to the port 117 via an oil passage 118. A port 119 of the 3-4 shift valve 72, which is communicated with the oil passage 87 at a shift speed lower than the third shift speed, is connected to the solenoid relay valve 100 via the oil passage 120.

In FIG. 4, reference numeral 121 is the second
The accumulator for the brake B ₂ is shown, and the accumulator control pressure adjusted according to the hydraulic pressure output by the linear solenoid valve SLN is supplied to its back pressure chamber. This accumulator control pressure is
The linear solenoid valve SLN is configured such that the lower the output pressure, the higher the pressure. Thus, transient oil pressure of the second brake B ₂ engagement and release, the signal pressure of the linear solenoid valve SLN is adapted to remain at lower higher pressures.

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

Therefore, according to the hydraulic circuit 44 described above, if the port 111 of the B-3 control valve 78 communicates with the drain, the engagement pressure of the third brake B ₃ will be applied by the B-3 control valve 78. It is possible to directly regulate the pressure, and the pressure regulation level can be changed by the linear solenoid valve SLU.

Further, the orifice control valve 10
5 of the spool 106, if the position shown in the left half of the figure, the second brake B ₂ allows ejection pressure through the orifice control valve 105, thus second
The drain speed from brake B ₂ can be controlled.

Further, in the shift from the second shift speed to the third shift speed, the third brake B ₃ is gently released and the second shift speed is changed to the second shift speed.
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, in advance estimating the input torque to the input shaft 26 prior to the shifting, the linear solenoid valve on the basis of the input torque estimation value the third shift shock by controlling the disengagement transition pressure of the brake B ₃ driven by SLU can be suitably reduced.

The hybrid drive system 10 is provided with a hybrid control controller 50 and an automatic shift control controller 52, as shown in FIG. These controllers 50 and 52 are configured by including a microcomputer having a CPU, a RAM, a ROM, etc., and read various kinds of information such as the accelerator operation amount θ _AC as shown in FIG. 2 and according to a preset program. Performs signal processing.

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

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. 5, and the power storage device 58 is connected by a hybrid control controller 50. Charging for charging the power storage device 58 with electric energy by supplying electric energy from the rotary drive state in which the electric energy is supplied and rotationally driven with a predetermined torque, and regenerative braking (electric braking torque of the motor generator 14 itself) to function as a generator. The state is switched to the unloaded state in which the rotor shaft 14r is allowed to freely rotate.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 44 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valves SLU, SLT, SL
By controlling the excitation state of N and switching the hydraulic circuit 44 or performing hydraulic control, the gear position is switched according to the operating state.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operating modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

The hybrid control controller 50
Are engine torque T _E , motor torque T _M , engine speed N _E , motor speed N _M , vehicle speed V (corresponding to output shaft speed N _O of automatic transmission 18), accelerator operation amount θ _AC , and electricity storage. SOC of the device 58, ON of the brake,
Information about OFF, shift lever operation range, and the like is supplied from various detecting means.

The engine torque T _E is obtained from the throttle valve opening and the fuel injection amount, and the motor torque T _M
Is obtained from the motor current or the like, and the stored amount SOC is obtained from the motor current or charging efficiency at the time of charging when the motor generator 14 functions as a generator.

In FIG. 6, in step S1, it is determined whether or not an engine start request has been issued, for example, to run the vehicle using the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

If there is a start request, mode 9 is selected in step S2. In mode 9, as is clear from FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), and the motor generator 14 causes the engine 12 to operate via the planetary gear device 16. The engine 12 is started by rotationally driving and performing engine start control such as fuel injection.

This mode 9 is carried out with the automatic transmission 18 in neutral when the vehicle is stopped, and when traveling with only the motor generator 14 with the first clutch CE ₁ disengaged as the power source as in mode 1, the first transmission is performed. Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in neutral. Thus, the motor generator 14
As a result, the starter (electric motor or the like) dedicated to starting is not required, the number of components is reduced, and the apparatus is inexpensive.

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

If this determination is affirmative, step S
Execute Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step 8 is selected. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the power storage device 58 and the like.

Mode 8 selected in step S5
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), the motor generator 14 is in a no-load state, and the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Driving operation becomes easy. Further, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to avoid a situation where power storage amount SOC of power storage device 58 becomes excessive and impairs performance such as charge / discharge efficiency.

[0064] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As apparent from FIG. 7 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Since the first clutch CE ₁ is released and the engine 12 is shut off, the operation is performed when there is no energy loss due to the rubbing of the engine 12 and the charged amount SOC is smaller than the maximum charged amount B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
Is executed, whether the engine start is requested, for example, mode 3 such as whether when the vehicle stops traveling of the engine 12 as a power source, i.e. the output shaft speed corresponding to the vehicle speed V N _O = 0 It is determined by whether or not.

If this judgment is affirmed, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and the accelerator is ON. If not, mode 7 is selected in step S10.

Mode 5 selected in step S9
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON) and the second clutch CE ₂ is released (OFF),
With the engine 12 in operation, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, assuming that the gear ratio of the planetary gear set 16 is ρ _E , engine torque T _E : output torque of the planetary gear set 16: motor torque T _M = 1: (1+
ρ _E ): ρ _E. For example, if the gear ratio ρ _E is set to about 0.5 which is a general value, the motor generator 14 shares half of the engine torque T _E , so that the engine torque T A torque approximately 1.5 times _E is output from the carrier 14c.

That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 14c is reduced to zero only by rotating the rotor shaft 56 in the reverse direction.
And the vehicle is stopped.

That is, the planetary gear unit 16 in this case functions as a starting clutch and a torque amplifying device. By increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is compact and inexpensive.

In this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase in the motor torque T _M. thereby preventing engine stall or the like due to the reduction of the engine rotational speed N _E with.

The mode 7 selected in step S10 is
As can be appreciated the first clutch CE ₁ engages from FIG 7 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

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

The first judgment value P1 is a boundary value between a middle load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is less than or equal to the first determination value P1, it is determined in step S12 whether or not the storage amount SOC is equal to or greater than the preset minimum storage amount A. If SOC ≧ A, the mode 1 is set in step S13. Select. On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum charge amount A is the minimum charge amount at which electric energy can be extracted from the power storage device 58 when the vehicle runs using the motor generator 14 as a power source, and is based on the charge / discharge efficiency of the power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0079] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

Also in this case, since the first clutch CE ₁ is released and the engine 12 is shut off, the friction loss is small as in the case of the mode 6, and the efficiency of the automatic transmission 18 is controlled by appropriately controlling the shift. Good motor drive control is possible.

The mode 1 is executed when the required output Pd is in a low load region where the required output Pd is equal to or less than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger than the minimum state of charge A. Energy efficiency is superior to that when traveling as a power source, fuel consumption and exhaust gas can be reduced, and the state of charge SOC of the power storage device 58 has a minimum state of charge A
The performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is clear from FIG. 7, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, the required output Pd is determined in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

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

If P1 <Pd <P2, it is determined in step S16 whether SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17, and SOC <A
In the case of, mode 3 is selected in step S14.

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

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source.

Mode 4 is a mode in which the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated, and the motor generator 14 is driven to rotate. The vehicle is caused to travel at a high output using both of the generators 14 as power sources.

This mode 4 is executed in a high load region where the required output Pd is equal to or larger than the second determination value P2.
And the motor generator 14 are used together, so that the energy efficiency is not significantly impaired as compared with the case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source, and the fuel consumption and exhaust gas can be reduced. . In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

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

If SOC <A, the required output P
The power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where d is smaller than the second determination value P2. However, in the high load region where the required output Pd is equal to or more than the second determination value P2, in step S17. Mode 2 is selected, and high-power traveling is performed by the engine 12 without charging.

[0092] In the mode 2 of step S17, P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In a high load range, the vehicle travels in mode 4 in which the motor generator 14 and the engine 12 are used together.
However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the operation in the mode 2 using only the engine 12 as a power source is performed, so that the state of charge SOC of the power storage device 58 is minimized. It is avoided that the charge amount becomes smaller than the storage amount A and the performance such as charge / discharge efficiency is impaired.

Next, the characteristic portion of the present embodiment to which the present invention is applied, that is, the control operation for effectively reducing the shock at the time of engaging the one-way clutch at the time of shifting etc. will be described with reference to the flowchart of FIG. Explain. In this embodiment, steps SA4, SA7 and SA14 correspond to the engagement motor control means, and step SA11 corresponds to the engagement engine control means, which are executed by the hybrid control controller 50. Further, steps SA1 and SA2 correspond to the engagement determination means and are executed by the automatic shift control controller 52.

In FIG. 8, in step SA1, it is determined whether or not the power is on. This power-on state can be determined, for example, from the map of the vehicle speed V and the accelerator operation amount θ _AC , but if a torque sensor is provided on the input shaft 26 of the automatic transmission 18 and the power-on state is determined from the value of this torque sensor. More accurate.

Next, at step SA2, it is judged if any of the one-way clutches F ₀ , F ₁ and F ₂ is just before synchronization. This determination is made by multiplying the output shaft rotational speed N _O by the current gear ratio i and the input shaft rotational speed (rotational speed of the input shaft 26) N _I , for example, as shown in the following equation (1). Is greater than or equal to the predetermined value ΔN ₁ and the predetermined value ΔN
It is done by judging whether it is ₂ or less.
The predetermined values ΔN ₁ and ΔN ₂ are constant values previously obtained by experiments or the like. ΔN ₁ ≦ N _O × i−N _I ≦ ΔN ₂ (1)

Next, at step SA3, in the operation mode determination subroutine shown in FIG.
It is determined whether or not is selected. When this determination is positive, the output torque (motor torque T _M ) of the motor generator 14 is reduced in step SA4. This reduction amount is obtained by an arithmetic expression or the like set in advance so as to increase in proportion to the motor torque T _M before reduction. Further, the reduction amount can be finely set using parameters such as the type of shift speed, the type of one-way clutch, and the changing speed of the input shaft speed N _I. Further, the motor torque T _M can be suitably adjusted by smoothly changing the motor rotation speed until the synchronous rotation.

Next, in step SA5, it is determined whether or not any one-way clutch F ₀ , F ₁ , or F ₂ is engaged (from the idling state to the synchronizing state). This determination is based on, for example, the output shaft speed N _O and the current gear ratio i.
It is carried out by determining whether or not the value obtained by multiplying by and the input shaft rotational speed N _I have become equal. If this determination is negative, steps SA4 to SA5 are repeated, but if this determination is positive, step S4 is performed.
At A16, the motor torque T _M is returned to the state before reduction according to the predetermined return control, and this routine is ended.

On the other hand, if the determination in step SA3 is negative, then in step SA6 the mode 4 is selected in the operation mode determination subroutine shown in FIG.
It is determined whether or not is selected. If this determination is positive, the output torque (motor torque T _M ) of the motor generator 14 is reduced in step SA7. This reduction amount is obtained by an arithmetic expression or the like set in advance so as to increase in proportion to the total amount of the motor torque T _M and the engine torque T _E before reduction. Further, the reduction amount can be finely set using parameters such as the type of shift speed, the type of one-way clutch, and the changing speed of the input shaft speed N _I. Also, the motor torque T _M
Can also be suitably adjusted by smoothly changing the motor speed up to synchronous rotation.

Next, at step SA8, the one-way clutches F ₀ , F ₁ , F are carried out similarly to step SA5.
_It is determined whether or not any of the _two is engaged. If this determination is negative, steps SA7 to SA8 are repeated, but if this determination is positive, step S7 is performed.
At A16, the motor torque T _M is returned to the state before the reduction, and this routine is ended.

On the other hand, if the determination in step SA6 is negative, then in step SA9, the mode 2 is determined in the operation mode determination subroutine shown in FIG.
It is determined whether or not is selected. If this determination is negative, this routine is ended, but if this determination is affirmative, step SA10 is executed.

At step SA10, it is judged if retard control of the ignition timing of the engine 12 can be performed in order to reduce the engine torque T _E. When the retard control of the ignition timing of the engine 12 is performed, the combustion becomes unstable, the exhaust gas deteriorates, and the load of the exhaust purification catalyst increases.
For example, when the engine water temperature T _W is low (when the engine 12 is not warmed up sufficiently), when the temperature of the exhaust purification catalyst is low and the exhaust purification function is insufficient, or the ignition timing retard control is continuously performed. Therefore, if the temperature of the exhaust purification catalyst is too high, it is judged that the retard control cannot be performed.

The determination in step SA10 is affirmative
In this case, in step SA11, the engine 12
The engine torque is controlled by retarding the ignition timing.
Ku T _EIs reduced. This reduction amount is
Jin Torque T_EPreset to increase in proportion to
It is calculated by the calculation formula. Furthermore, the reduction amount
Type of speed, type of one-way clutch, input shaft speed N_I
Finely set parameters such as the change speed of
You can also. The engine torque T_EReduce
As a method, there is also a method to decrease the throttle valve opening.
Can be adopted.

Next, at step SA12, the one-way clutches F ₀ , F ₁ ,
It is determined whether or not any of F ₂ is engaged. If this determination is negative, steps SA11 to SA12 are repeated, but if this determination is positive, at step SA16, the engine torque T _E is returned to the state before reduction, and this routine is also executed. Is terminated.

On the other hand, when the determination in step SA10 is negative, it is determined in step SA13 whether or not the storage amount SOC of the storage device 58 is equal to or greater than the preset minimum storage amount A. The minimum storage amount A is the minimum storage amount that allows electric energy to be extracted from the power storage device 58 when traveling with the motor generator 14 as the power source, and is based on, for example, the charging / discharging efficiency of the power storage device 58. A value of about 70% is set.

If the determination in step SA13 is negative, the routine is terminated, but if the determination is affirmative, in step SA14 the reverse drive torque is applied to the motor generator 14, The input torque T _I of the automatic transmission 18 is reduced. This reduction amount is obtained by an arithmetic expression or the like which is preset so as to increase in proportion to the engine torque T _E before reduction. Further, the reduction amount can be finely set by using parameters such as the type of shift speed, the type of one-way clutch, and the changing speed of the input shaft speed N _I. It should be noted that the motor generator 14 is caused to generate a regenerative braking torque so that the input torque T _I
Can also be reduced.

Next, at step SA15, the one-way clutches F ₀ , F ₁ ,
It is determined whether any of F ₂ is synchronized. If this determination is negative, steps SA14 to SA15 are repeated, but if this determination is positive, the reverse drive torque of motor generator 14 is returned to 0 according to a predetermined return control in step SA16. At the same time, this routine is ended.

FIG. 9 shows time in the case of 4 → 3 downshift
In the example of the chart, the broken line is the conventional one and the solid line is the actual one.
It is an example. Conventionally, one-way clutch F₁Same as the engagement of
Sometimes output torque T₀Suddenly rises and drive system
Vibration caused by the torsional vibration of
In the example, the input torque T starts immediately before synchronization._IIs indicated by a broken line
Since it is less than the value of, smooth shift characteristics can be obtained.
I have. In addition, C in FIG. _TwoRotational speed is clutch C_TwoSand
The rotation speed of the sun gear of the planetary gear units 34 and 36.

As described above, according to this embodiment, the motor torque T _M is reduced in steps SA4 and SA7 corresponding to the engagement motor control means, or the reverse drive torque is applied in step SA14. As a result, the shock at the time of engaging the one-way clutches F ₀ , F ₁ and F ₂ is favorably reduced.

Further, according to this embodiment, the ignition timing retard control of the engine 12 is performed to reduce the engine torque T _E, whereby the one-way clutches F ₀ , F ₁ , F _{2 are} generated.
The shock at the time of engagement of is reduced well.

Further, according to this embodiment, since the input torque T _I is reduced by the torque control of the motor generator 14 in step SA7 corresponding to the engagement motor control means, the torque control of the engine 12 is performed. because in comparison with the case of reducing the input torque T _I can be controlled by the input torque T _I reduce timing and reduced width such high accuracy,
It is possible to more effectively reduce the shock when the one-way clutches F ₀ , F ₁ and F ₂ are engaged.

Although one embodiment of the present invention has been described in detail above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, reverse 1
Although the automatic transmission 18 having five gears and five forward gears has been used, as shown in FIG. 10, the automatic transmission 60 including only the main transmission 22 omitting the sub-transmission 20. It is also possible to adopt the above, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

The present invention can be applied to various other modes without departing from the spirit of the present invention.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG.

FIG. 3 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG. 1;

FIG. 4 is a diagram showing a part of a hydraulic circuit of the automatic transmission of FIG.

FIG. 5 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 6 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 7 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 8 is a flowchart illustrating a control operation that is a feature of an embodiment to which the present invention is applied.

FIG. 9 is an example of a time chart showing changes in input torque and the like during a 4 → 3 downshift.

FIG. 10 is a skeleton diagram illustrating another example of a hybrid drive system of a hybrid vehicle to which the present invention is preferably applied.

11 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG.

[Explanation of symbols]

12: Engine 14: Motor generator (electric motor) 18, 60: Automatic transmission 50: Hybrid control controller 52: Automatic shift control controller Steps SA4, SA7, SA14: Motor control means at engagement Step SA11: At engagement Engine control means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yushi Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tsuyoshi Mika 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (2)

[Claims] 1. A plurality of shifts having an engine operated by combustion of fuel and an electric motor operated by electric energy as a power source when the vehicle is running, and having at least a one-way clutch and different gear ratios. An automatic transmission that establishes a gear is a control device for a hybrid vehicle arranged between the engine and the electric motor, and drive wheels, wherein the one-way clutch changes from a idling state to a synchronizing state. A control device for a hybrid vehicle, comprising an engagement-time motor control means for performing torque control of the electric motor so that the input torque applied to the automatic transmission is temporarily reduced at the same time. 2. A plurality of shifts having an engine operated by combustion of fuel and an electric motor operated by electric energy as a power source when the vehicle is running, and having at least a one-way clutch and different gear ratios. An automatic transmission that establishes a gear is a control device for a hybrid vehicle arranged between the engine and the electric motor, and drive wheels, wherein the one-way clutch changes from a slipping state to a synchronizing state. At the same time, an engagement-time engine control means is provided for temporarily reducing the input torque applied to the automatic transmission by reducing the torque of the engine in consideration of the torque of the electric motor. Control device for hybrid vehicle.