JPH09327104A - Drive control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a drive control apparatus which prevents a power source (an angine and an electrically driven motor) from being blown up when a power transmission means such as a gearbox or the like is changed over from a drivable state to a nondrivable state while a hybrid vehicle is being run at a prescribed vehicle speed or higher and which prevents a shock or the like from being caused when the power transmission means is changed over to the drivable state after that in the hybrid vehicle in which the power transmission means is arranged and installed between the power source and driving wheels. SOLUTION: While a hybrid vehicle is being run at a prescribed vehicle speed αor higher, a power transmission means is changed over to a range N. Then, in a state that power is transmitted from a power source to driving wheels, an electrically driven motor is controlled at Step SA10 in such a way that the change rate |dN1 /dt| of the input speed of rotation N1 of the power transmission means becomes a prescribed value or lower. In a state of power-off that power is transmitted from the driving wheels to the power source, the electrically driven motor is controlled at Step SA7 in such a way that the ratio (N1 /N0 ) of the input speed of rotation N1 to the output speed of rotation N0 of the power transmission means is within a prescribed range corresponding to a transmission gear ratio.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a hybrid vehicle, and more particularly, when driving at a speed equal to or higher than a predetermined vehicle speed, a drive state such as a D range is switched to a non-drive state such as an N range. The present invention relates to a technique of preventing the power source from being blown up in the event of a shock, or a shock or the like occurring when the non-driving state is switched to the driving state again.

[0002]

2. Description of the Related Art An engine operated by combustion of fuel and an electric motor operated by electric energy are provided as power sources when a vehicle is traveling, and a drive state for transmitting power and a non-drive state for interrupting power transmission are provided. A hybrid vehicle in which the power transmission means having the above is disposed between the power source and the drive wheels is described in, for example, Japanese Patent Application Laid-Open No. 7-67208.

As the power transmission means, there is provided a transmission capable of changing a gear ratio, for example, a stepped automatic transmission in which a plurality of gear stages having different gear ratios are established by engagement and release control of engagement means such as a clutch and a brake. 2. Description of the Related Art Machines, belt type and toroidal type continuously variable transmissions that continuously change a gear ratio, and the like are widely used. These power transmission means have a non-driving state in which power transmission such as N (neutral) and P (parking) is cut off, and a driving state in which power transmission such as D (drive) and R (reverse) is performed. In general, the shift lever, a manual shift valve, or the like can be mechanically switched according to the switching operation of the driver.

[0004]

However, in such a hybrid vehicle, when the power transmission means is switched from the driving state to the non-driving state while traveling at a predetermined vehicle speed or more, the hybrid vehicle is driven by the power source. In the power-on state in which power is transmitted to the wheels, the input speed of the power transmission means rises, and in the power-off state in which power is transmitted from the drive wheels to the power source, the power transmission means again. When the is switched to the driving state, a shock or the like will occur.

The present invention has been made in view of the above circumstances. An object of the present invention is to provide a hybrid vehicle in which a power transmission means such as a transmission is arranged between a power source and driving wheels. , When traveling at a predetermined vehicle speed or higher,
This is to prevent the power source from blowing up when the power transmission means is switched from the driving state to the non-driving state and causing a shock or the like when the power transmission means is subsequently switched to the driving state.

[0006]

In order to achieve the above object, the first invention comprises (a) an engine that operates by combustion of fuel and an electric motor that operates with electric energy, and at least the electric motor is used in a vehicle. While being used as a power source during traveling, (b) a power transmission that is arranged between the power source and drive wheels, having a driving state for transmitting power transmission and a non-driving state for interrupting power transmission. A drive control device for a hybrid vehicle having means, (c) the power transmission means in a power-on state in which power is transmitted from the power source to the drive wheels, and when traveling at a predetermined vehicle speed or higher. Is equipped with a non-driving-time motor control means for controlling the electric motor so as to prevent the input speed of the power transmission means from rising when the driving state is switched from the driving state to the non-driving state.

The second invention comprises (a) an engine operated by combustion of fuel and an electric motor operated by electric energy, and at least the electric motor is used as a power source when the vehicle is running, while (b) power is used. A drive control device for a hybrid vehicle, which has a drive state in which transmission is performed and a non-drive state in which power transmission is interrupted, and which has power transmission means disposed between the power source and drive wheels, c) In a power-off state in which power is transmitted from the drive wheels to the power source,
When the power transmission means is switched from the driving state to the non-driving state while traveling at a speed equal to or higher than a predetermined vehicle speed, the input rotation speed of the power transmission means is set within a predetermined range corresponding to the vehicle speed. A non-driving motor control means for controlling the electric motor is provided.

[0008]

According to the first aspect of the present invention, the power transmission means is switched from the driving state to the non-driving state when the vehicle is traveling at a power-on state in which power is transmitted from the power source to the drive wheels and at a predetermined vehicle speed or higher. In this case, the electric motor is controlled so as to prevent the input rotation speed of the power transmission means from rising, so that unnecessary blowing of the power source is prevented.

According to the second aspect of the invention, the power transmission means is switched from the driving state to the non-driving state while the vehicle is traveling at a speed equal to or higher than a predetermined vehicle speed in a power off state in which power is transmitted from the driving wheels to the power source. In this case, since the electric motor is controlled so that the input rotation speed of the power transmission means falls within a predetermined range corresponding to the vehicle speed, a shock or the like is prevented when the power transmission means is switched to the driving state again. To be done.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the present invention, for example, a power source is switched by connecting and disconnecting power transmission by a clutch, and a synthetic and distribution mechanism such as a planetary gear device is used to output the output of an engine and an electric motor. The hybrid type can be applied to various types such as a mixed type that synthesizes and distributes, an assist type that uses an electric motor as an auxiliary, and an engine that is a series type that rotates a generator exclusively for power generation.

As the power transmission means, an automatic transmission of a planetary gear type or the like, in which the hydraulic friction engagement means such as a hydraulic clutch and a brake are used to drive and non-drive the gears, and the gears can be switched, is suitable. It is used, but it is also possible to use a continuously variable transmission, a manual transmission, or the like.

Further, the electric motor is preferably a motor generator which also has a function as a generator, and the non-driving motor control means uses, for example, the torque of the motor generator during traveling with the motor generator as a power source. It is only necessary to increase / decrease control, and when running with only the engine as the power source and the motor generator is free-rotating in the no-load state, torque in the forward and reverse directions is applied or regenerative braking torque is generated. If the motor generator is used as a generator and power is being generated by regenerative braking, the regenerative braking torque may be controlled to increase or decrease.

Further, when the engine is used as a power source for running the vehicle, it is desirable in the first aspect of the invention that the throttle control of the electronic throttle valve and the fuel cut are performed simultaneously with the motor control. In the second aspect of the invention, it is desirable to open the electronic throttle valve and perform fuel cut at the same time as the motor control.

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

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

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force. The planetary gear unit 16 forms an electric torque converter 24 together with the motor generator 14.
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 .

[0017] 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 subtransmission 20 composed of a front-type overdrive planetary gear unit and a main transmission 22 composed of four forward gears and one reverse gear composed of a simple connection of three planetary gear trains. .

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 ₀ And one-way clutch F₀ Is configured with
You. Further, the main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38 and hydraulic actuators
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And one-way club
Touch F₁ , F_Two And is configured.

Then, the hydraulic circuit 40 is activated by energizing and de-energizing the solenoid valves SL1 to SL4 shown in FIG.
, Or the hydraulic circuit 40 is mechanically switched by a manual shift valve 44 (see FIG. 5) connected to the shift lever 42 via a push-pull cable 43 (see FIG. 5). C ₀ , C ₁ , C ₂ , brakes B ₀ , B ₁ , B ₂ , B
_3, B ₄ are respectively engaged, are release control, a 5-speed neutral (N) as shown in FIG. 3 (1st~
5th), the first reverse speed (Rev) is established.

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

In the columns of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, "●" indicates that the shift lever 42 is in the engine brake range, for example, "3", "2", and "L" range. Engaged when operated to the low speed range of
A blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine braking range are the manual shift valve 44 mechanically connected to the shift lever 42.
This is established by mechanically switching the hydraulic circuit 40, and the shift between the first and the fifth stages of the forward shift stages is electrically controlled by the solenoid valves SL1 to SL4.

Further, 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). 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.

FIG. 4 shows the shift lever 42 shown in FIG.
The operation position of is shown. In the figure, the shift lever 42 is supported by a support device (not shown) that operably supports the shift lever 42 to eight operation positions by combining six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle. Is supported.

FIG. 5 illustrates the operation of the manual shift valve 44 connected to the shift lever 42. FIG.
In the manual shift valve 44, the oil passage 45
A line pressure is applied via a primary regulator valve (not shown) via. When the shift lever 42 is operated to the N range or the P range as the neutral range, the spool 46 moves from the oil passage 45 to the oil passage 4
7 and the oil passage 48 are blocked, the hydraulic pressure is not supplied to any of the clutches C ₁ and C ₂ , and the neutral state is mechanically established.

On the other hand, when the shift lever 42 is operated to the D range or the engine brake range, the oil passage 47 is brought into conduction in accordance with the movement of the spool 46, so that the oil pressure is applied to the clutch C ₁ (forward clutch). When the oil is supplied and the forward state is mechanically established, and when the shift lever 42 is operated to the R range, the oil passage 48 is brought into conduction in accordance with the movement of the spool 46.
Hydraulic pressure is supplied to the clutch C ₂ (direct clutch) to mechanically establish a reverse drive state.

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.
In order to smoothly perform this gear shift, the hydraulic circuit 40 described above incorporates the circuit shown in FIG.

In FIG. 6, 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. 6 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.

Further, in FIG. 6, reference numeral 121 is the second
Indicates an accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. 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 1
Reference numeral 22 is for operating to engage the clutch C ₀ in order to apply the engine brake only in the second gear in the second speed range.

Therefore, according to the hydraulic circuit 40 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 is 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 have an engine torque T _E , a motor torque T _M , and an engine speed N.
_E , motor speed N _M , vehicle speed V (corresponding to output speed N _O of automatic transmission 18), accelerator operation amount θ _AC , input speed N _I of automatic transmission 18, storage amount SOC of power storage device 58,
Various information such as ON / OFF of the brake and the operation range of the shift lever 42 is read, and signal processing is performed according to a preset program.

[0050] The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, 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.

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

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. 7, 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.
By switching the hydraulic circuit 40 via the solenoid valve or the like, the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 by 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 40 or performing hydraulic control, the gear stage 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. 9 is selected according to the flow chart shown in FIG. 8, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 8, in step S1, it is determined whether or not there is an engine start request, for example, to drive the engine 12 as a power source or to rotationally drive the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not there is a command to start the engine 12.

Here, if there is a start request, mode 9 is selected in step S2. In mode 9, as is apparent from FIG. 9, 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.

[0058] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first 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 traveling, it is possible to temporarily set the automatic transmission 18 to the neutral state and execute the mode 9. 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 shift lever 42
Is an engine brake range such as L or 2 (a range in which shift control is performed only at a low shift speed and engine brake and regenerative braking are applied), and whether an accelerator operation amount θ _AC is 0 or simply It is determined by whether the operation amount θ _AC is 0 or not.

If this determination is affirmative, step S
Execute 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
Engages (ON) the first clutch CE ₁ and engages (ON) the second clutch CE ₂ to bring the motor generator 14 into a no-load state as shown in FIG.
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.

In mode 6 selected in step S6, as is apparent from FIG. 9, the first clutch CE ₁ is released (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.

Further, since the first clutch CE ₁ is opened and the engine 12 is disengaged, there is no energy loss due to rubbing of the engine 12 and it is executed when the charged amount SOC is less than the maximum charged amount B. Therefore, the SOC of the power storage device 58 does not become excessive and the performance such as charging / discharging efficiency is not impaired.

On the other hand, when the determination in step S3 is negative, that is, when the braking force is not requested, step S7
Is performed, and it is determined whether or not the start of the engine is requested, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

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
Engages (ON) the first clutch CE ₁ and releases (OFF) the second clutch CE _{2 as} is apparent from FIG.
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 device 16 is ρ _E , engine torque T _E : output torque of the planetary gear device 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 device 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 is apparent from FIG. 9, the first clutch CE ₁ is engaged (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 to start 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 traveling of the vehicle including the traveling resistance, and is based on the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output rotation speed N _O ), the gear position of the automatic transmission 18, and the like. It is calculated by a predetermined data map, 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.

In mode 1, as is apparent from FIG. 9, the first clutch CE ₁ is released (OFF), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped,
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.

In this case also, 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 can be improved by appropriately controlling the automatic transmission 18. Good motor drive control is possible.

Further, this 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 more 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 apparent from FIG. 9, 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 whether or not SOC ≧ A in step S16. 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, as is apparent from FIG. 9, 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. It is a no-load state, and the vehicle is run using only the engine 12 as a power source.

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

Mode 4 is executed in a high load region where the required output Pd is equal to or greater 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 modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, mode 1 is selected in step S13 and the vehicle runs using only 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.

The mode 2 of step S17 is such that 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 the 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, a characteristic portion of the present embodiment to which the present invention is applied, that is, when the automatic transmission 18 is traveling at a predetermined vehicle speed or higher, the automatic transmission 18 is driven from the D range or the like to the non-drive such as the N range or the like. Regarding the control operation for preventing the engine 12 from being blown up when switched to the driving state and causing a shock or the like when switched to the driven state,
This will be described with reference to the flowchart of FIG. In the present embodiment, steps SA7 and SA10 correspond to the non-driving motor control means and are executed by the hybrid control controller 50. Further, the automatic transmission 18 corresponds to power transmission means having a driving state and a non-driving state.

In FIG. 10, in step SA1, the shift position sensor 62 determines whether or not the shift lever 42 is operated to the N range, in other words, whether or not the automatic transmission 18 is in the neutral state in the non-driving state. It is judged based on the signal supplied. If this judgment is denied, this routine is ended, but if this judgment is affirmed, the following step SA2 is executed.

At step SA2, it is judged whether the vehicle speed V is equal to or higher than the predetermined value α based on the signal supplied from the vehicle speed sensor 64. The predetermined value α is, for example, 5 (Km /
The vehicle speed is set to a relatively low speed. If this determination is negative, this routine is ended, but if this determination is affirmative, the following step SA3 is executed.

At Step SA3, it is determined whether or not the power is off from the drive wheels to the power source. This determination is made by, for example, the accelerator operation amount sensor 66.
It is performed by determining whether or not the accelerator operation amount θ _AC is substantially 0 based on the above.

If the determination in step SA3 is affirmative, in step SA4 the motor generator 1
It is determined based on the operation mode determination subroutine of FIG. 8 whether or not the mode 1 in which only 4 is used as the power source is selected.

If the determination in step SA4 is negative, the engine 12 is also used as a power source when the vehicle is running, so in step SA5, the engine 12 is used.
The throttle valve is electronically controlled to be fully opened in order to prevent the generation of resistance due to the pumping action of the engine, and at the subsequent step SA6, fuel cut is performed to prevent the generation of the engine torque T _E.

If the determination in step SA4 is affirmative,
Alternatively, a step executed after the above step SA6
At SA7, output rotation detected by the vehicle speed sensor 64
Number N _OAnd the input speed detected by the input speed sensor 68.
Number of turns N_IRatio with (N_I/ N_O) But the shift lever 42
Of the gear position of the automatic transmission 18 when operated to the D range
Set the motor torque so that it is within a predetermined range that is approximately equal to the gear ratio.
Q (including regenerative braking torque) T_MIs controlled to increase or decrease
Input speed N_IIs guided to the optimum value. In addition,
At gears where the engine brake does not work,
Input speed N_IControl is not always necessary.

When the determination in step SA3 is negative, the power source is in a power-on state in which power is transmitted from the power source to the drive wheels, and in step SA8, the mode in which only the motor generator 14 is used as the power source for traveling. Whether or not 1 is selected is determined based on the operation mode determination subroutine of FIG.

If the determination in step SA8 is negative,
In this case, the engine 12 is also used as a power source when the vehicle is running.
Therefore, in step SA9,
Ku T _EThe fuel cut is done so that
You. Instead of step SA9, step SA in FIG.
By executing 9 ', the throttle valve is throttled to almost 0.
Engine torque T_ECan be reduced
Yes. In addition, the power source (motor generator
It is only necessary to prevent the blow-up of 14), and
Input speed N like SA7_IIs never increased
Therefore, it is necessary to prevent the generation of resistance due to the pump action.
Since it is not necessary, especially steps such as SA5 described above.
Is not executed.

If the determination in step SA8 is affirmative,
Alternatively, in step SA10 executed after step SA9, the motor torque (regeneration is performed so that the change rate | dN _I / dt | of the input rotation speed N _I detected by the input rotation speed sensor 68 becomes equal to or less than a predetermined value. (Including braking torque)
By controlling the increase / decrease of T _M , the power source (motor generator 14) is prevented from rising. Incidentally, similarly to step SA7, the motor torque T _M may be controlled to increase or decrease such that the ratio (N _I / N _O ) of the output rotation speed N _O and the input rotation speed N _I falls within a predetermined range.

As described above, according to this embodiment, when the vehicle is traveling at the power-on state in which power is transmitted from the power source to the drive wheels and the vehicle is traveling at a predetermined vehicle speed α or higher, the automatic transmission 18 is in the D range. When the driving state of the automatic transmission 18 is switched to the N range, the rate of change of the input speed N _I of the automatic transmission 18 | d
Since the motor torque T _M is controlled so that N _I / dt | becomes a predetermined value or less, the power source (motor generator 1
4) The rising of air is prevented.

Further, according to this embodiment, when the vehicle is traveling at the predetermined vehicle speed α or more in the power-off state in which power is transmitted from the drive wheels to the power source, the automatic transmission 18 operates in the D range or the like. When the drive state is switched to the N range, the ratio of the output speed N _O and the input speed N _I (N _I / N
_The input rotational speed N _I is controlled by increasing / decreasing the motor torque T _M so that _O ) falls within a predetermined range corresponding to the gear ratio.
Is induced to an optimum value, so that a shock or the like is prevented when the automatic transmission 18 is switched to the driving state again.

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

For example, in the above-described embodiment, the backward 1
Although the automatic transmission 18 having the gears of five gears and five forward gears is used, as shown in FIG. 12, the auxiliary transmission 20 is omitted and the automatic transmission 60 is composed of only the main transmission 22. It is also possible to adopt the above, and to carry out shift control with four forward gears and one reverse gear as shown in FIG.

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

[Brief description of drawings]

FIG. 1 is a skeleton view illustrating a configuration of a hybrid drive device of a hybrid vehicle including a drive 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 illustrating an operation position of a shift lever of FIG. 2;

FIG. 5 is a diagram illustrating the operation of a manual shift valve connected to the shift lever of FIG.

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

FIG. 7 is a diagram illustrating the connection relationship between the hybrid control controller and the electric torque converter of FIG.

8 is a flowchart illustrating a basic operation of the hybrid drive system of FIG.

9] Modes 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 10 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

11 is a diagram showing steps that may be substituted for step SA9 in FIG.

FIG. 12 is a skeleton diagram illustrating a configuration of a hybrid drive device different from the embodiment of FIG. 1;

13 is a diagram for explaining the operation of the engagement element that establishes each shift speed of the automatic transmission of FIG.

[Explanation of symbols]

 12: engine 14: motor generator (electric motor) 18, 60: automatic transmission (power transmission means) 50: controller for hybrid control steps SA7, SA10: motor control means during non-driving

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Internal reference number FI Technical display location F02D 29/02 (72) Inventor Yushi Hata 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (2)

[Claims] 1. An engine operated by combustion of fuel, and an electric motor operated by electric energy, wherein at least the electric motor is used as a power source when the vehicle is traveling, and a drive state and power transmission for power transmission are provided. A drive control device for a hybrid vehicle having a non-driving state for shutting off the power source, the power control means being arranged between the power source and the drive wheels. When the power transmission means is switched from the driving state to the non-driving state while the vehicle is traveling at a speed equal to or higher than a predetermined vehicle speed in the power-on state where the transmission is performed, the input rotation speed of the power transmission means is blown. A drive control device for a hybrid vehicle, comprising a non-driving motor control means for controlling the electric motor so as to prevent a rise. 2. An engine operated by combustion of fuel, and an electric motor operated by electric energy, wherein at least the electric motor is used as a power source when the vehicle is traveling, and a driving state and power transmission for power transmission. A drive control device for a hybrid vehicle having a non-driving state for shutting off the power source and a power transmission means arranged between the power source and the drive wheels, wherein When the power transmission means is switched from the driving state to the non-driving state while the vehicle is traveling at a speed equal to or higher than a predetermined vehicle speed in the power-off state where the transmission is performed, the input rotation speed of the power transmission means is the vehicle speed. A drive control device for a hybrid vehicle, comprising a non-drive-time motor control means for controlling the electric motor so as to be within a predetermined range corresponding to.