JPH10136626A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To measure an engine torque with high accuracy in a hybrid vehicle, which is provided with an engine and with a motor generator. SOLUTION: In a state that a carrier 16c at a planetary gear drive 16 is fixed in a range D and at a vehicle speed of V=0, that a first clutch CE1 is coupled and that a second clutch CE2 is released, an engine 12 is operated, and a motor generator 14 is turned and driven. In this state, the motor generator 14 is controlled so as to generate electric power, and an engine torque TE is computed on the basis of its generated electric powder P according to TE= P/(η×NE×2π/60), where TE represents an engine torque (Nm), P the generated electric power (W), η a power generation efficiency and NE an engine speed of rotation (rpm), respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having an engine and an electric motor, and more particularly to a technique for measuring an engine torque with high accuracy.

[0002]

2. Description of the Related Art A hybrid vehicle equipped with an engine operated by fuel combustion energy and an electric motor operated by electric energy as a power source when the vehicle is running is described in, for example, Japanese Patent Application Laid-Open No. 7-67208. ing.
In such a hybrid vehicle, for example, by selectively using the engine and the electric motor in accordance with the driving state, the fuel consumption and the exhaust gas amount can be reduced while maintaining the predetermined running performance. Further, such a hybrid vehicle generally includes a generator, and is configured to charge the power storage device by being rotationally driven by an engine. Generally, a generator can be used as an electric motor, and an electric motor can be used as a generator. Therefore, in the present specification, these are referred to as a motor generator without particular distinction.

[0003]

Incidentally, in such a hybrid vehicle, for example, hydraulic pressure control and switching timing at the time of gear shifting of an automatic transmission, line hydraulic pressure, lock-up clutch engagement pressure, transfer clutch hydraulic pressure, etc.
For various controls such as LSD (diff lock) and VSC (vehicle stability control), an engine torque or an input shaft torque obtained by combining a motor torque with an engine torque is used. However, since the engine torque is generally calculated from a predetermined data map using the throttle valve opening, the fuel injection amount, and the like as parameters, high accuracy is not necessarily obtained due to individual differences between the engine and the vehicle, and subsequent changes over time. Did not.

The present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to detect engine torque with high accuracy in a hybrid vehicle including an engine and a motor generator. is there.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a hybrid vehicle including an engine operated by fuel combustion energy and a motor generator, wherein the engine rotates the motor generator. It is characterized by having a torque measuring means for measuring the engine torque based on the power consumption or generated power by driving and energizing or generating the motor generator.

[0006]

In such a hybrid vehicle, the engine torque is measured based on the power consumption or generated power of the motor generator rotated and driven by the engine, so that the engine torque can be detected with high accuracy.

[0007]

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.
Various types of hybrids that include an engine and a motor generator, such as a mixed type that combines and distributes the output of the engine and the motor generator (electric motor) by a distribution mechanism, and that can rotationally drive the motor generator by the engine. It can be applied to vehicles. The motor generator used for measuring the engine torque may be used as a power source when the vehicle is running, or may be another type.

It is desirable that the measurement of the engine torque by such a motor generator is performed under the following conditions. (i) Fix the engine accessory load. For example, air conditioner OFF, air conditioner ON-OFF switching prohibited, power steering fixed, etc. (ii) Fix the engine state. For example, constant engine water temperature, constant atmospheric temperature, constant intake air temperature, constant atmospheric pressure, and the like. (iii) Fix vehicle conditions. For example, D range, vehicle speed V = 0, etc. (iv) The above (i) to (iii) can be performed by specific manual means. (v) If the above conditions (i) to (iii) cannot be fixed, engine torque measurement is prohibited.

When the above-described engine torque measurement is used for learning correction of an engine torque map using, for example, a throttle valve opening and an engine speed as parameters, the following method is preferably used. (i) Rewrite the engine torque map itself. The engine torque map includes, for example, engine water temperature, atmospheric temperature,
It is desirable to store various items having different intake air temperature, atmospheric pressure, ON / OFF of the air conditioner, and the like. However, a single torque map can be obtained by correcting the torque value based on the stored values. (ii) Use a correction torque map that stores a torque correction value separately from the basic engine torque map. It is desirable that a plurality of types of correction torque maps be prepared in accordance with the engine water temperature and the like as in (i) above. (iii) The engine torque is measured by the motor generator for a part (representative point) of the engine torque map, and the entire map is corrected based on the result, so that the time required for the learning correction can be reduced. (iv) Upper and lower guards are provided for learning correction. (v) Instead of the throttle valve opening, Q (intake air amount) /
N (engine speed), GN (mass of intake air), GNF
If an engine torque map is created using WD (GN look-ahead value) or the like, higher accuracy can be obtained. When it is desired to know an accurate engine torque value, such as during a gear shift, the motor generator can be temporarily driven to generate power even when the vehicle is running, and the engine can be driven to rotate, and the engine torque can be calculated from the generated power. .

The measured engine torque value of the present invention (including an engine torque map learned and corrected by the measured engine torque value) is preferably used in the following cases, for example. (i) Determination of hydraulic pressure during shifting. Determination of the change timing of the oil pressure. (ii) Determination of line hydraulic pressure. (iii) Determination of lock-up clutch engagement pressure. (iv) Determination of the transfer clutch hydraulic pressure. (v) Determination of differential lock (LSD). (vi) Control of VSC.

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 for a hybrid vehicle according to one embodiment of the present invention. The hybrid drive device 10 is for a front-engine / rear-drive (FR) vehicle, and includes an engine 12 that operates on the combustion energy of fuel, a motor generator 14 that operates as an electric motor and a generator that operates on electric energy, and a single motor. A pinion-type planetary gear device 16 and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and left and right drive wheels (rear wheels) are output from an output shaft 19 via a propeller shaft or a differential device (not shown). To transmit power. The planetary gear unit 16 is a composite distribution mechanism for mechanically distributing and distributing force. The planetary gear unit 16 constitutes 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
Is connected to the input shaft 26. The sun gear 16s and the carrier 16c are connected to the second clutch CE.
_They are connected by _two . The output of the engine 12 is supplied to the first clutch CE ₁ via a flywheel 28 for suppressing rotation fluctuation and torque fluctuation and a damper device 30 made of an elastic member such as a spring or rubber.
Is transmitted to Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a front type overdry type.
An auxiliary transmission 20 composed of a bup planetary gear unit;
4 forward stages consisting of 3 purely connected planetary gear trains, rear
This is a combination with the first-speed main transmission 22. Ingredient
Physically, the auxiliary transmission 20 is a single pinion type planetary gear.
The vehicle device 32 is frictionally engaged with a hydraulic actuator.
Hydraulic clutch C₀ , Brake B₀ And on the other hand
Direction clutch F₀ It is comprised including. Main transmission 2
2, three sets of single pinion type planetary gear units 34,
36, 38 and frictionally engaged by a hydraulic actuator.
Hydraulic clutch C₁ , C_Two , Brake B₁ ,
B_Two , B_Three , B_Four And one-way clutch F ₁ , F_Two And
It is composed. Then, the sole shown in FIG.
Hydraulic pressure by energizing and de-energizing the solenoid valves SL1 to SL4
The circuit 44 is switched, or as a shift operation means.
A manual shift mechanically connected to the shift lever 40
The hydraulic circuit 44 is mechanically switched by the valve.
The clutch C as the engagement means.₀ , C
₁ , C_Two , Brake B₀ , B₁ , B_Two , B_Three , B_FourBut
The engagement and release are controlled respectively, as shown in FIG.
Neutral (N) and forward 5 steps (1st-5th), rear
The first shift stage (Rev) is established. In addition,
The automatic transmission 18 and the electric torque converter 24 are
It is configured substantially symmetrically with respect to the line, and in FIG.
The lower half is omitted.

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" indicates engagement, and "●" indicates that the shift lever 40 is in the engine brake range, that is, "3", "2", or "L" range. Or "DM (Direct Mode)"
Engage when operated to the range, and the blank indicates non-engagement. In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40. When the gear is operated to the D (forward) range, the shifts between 1st to 5th and the presence or absence of the engine brake in the DM range are electrically controlled by the solenoid valves SL1 to SL4. The gear ratio of the forward gear is 5 to 1st (first gear).
As the speed becomes the th (fifth speed), the speed gradually decreases, and the 4th speed ratio i ₄ = 1 (direct connection). The gear ratio shown in FIG. 3 is an example.

As shown in FIG. 8, the shift lever 40 includes "P (parking)", "R (reverse)", "N (neutral)", "D (drive)", "DM (direct mode)", It is possible to operate to a total of nine operation ranges of "4", "3", "2", and "L", and corresponds to six operation positions located in the vertical direction (vehicle front-rear direction) in the figure. The manual shift valve is moved, and its six operating positions are detected by the shift position sensor 46. The "DM" range is a range in which the five forward gears (engine brake operation) can be manually switched, and the operation to the "DM" range is detected by the direct mode switch 41 (see FIG. 2). It has become. In the “DM” range, the shift lever 40 can be operated in the front-rear direction (vertical direction in the drawing), and the forward / backward operation of the shift lever 40 in the “DM” range is detected by the + switch 42 and the − switch 43. At the same time, the automatic transmission 18 is upshifted according to the number of times the + switch 42 is operated, and downshifted according to the number of times the-switch 43 is operated.

The hydraulic circuit 44 has the circuit shown in FIG. In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve, and 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 as shown below each shift valve 70, 71, 72. The numbers indicate the respective gears.

A third brake B ₃ is connected via an oil passage 75 to a brake port 74 communicating with the input port 73 at the first and second shift speeds among the ports of the 2-3 shift valve 71. . An orifice 76 is interposed in this oil passage, and the orifice 76 and the third brake B
₃ , a damper valve 77 is connected. The damper valve 77, the line pressure P in the third brake B ₃
When L is rapidly supplied, a small amount of hydraulic pressure is sucked to perform a buffering action.

The numeral 78 is a B-3 control valve, and controls the third engaging pressure of the brake B _3. 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 that outputs the D range pressure (line pressure PL) at the third or higher speed is included in the port 85 that opens at the position where the spring 81 is disposed. The connection is made through an oil passage 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80 so that the signal pressure P _SLU is applied.
Therefore, the B-3 control valve 78 has a pressure adjustment level set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the higher the signal pressure P _SLU supplied to the control port 88, the higher the spring 81. The elastic force is configured to be large.

Reference numeral 89 in FIG. 4 denotes a 2-3 timing valve.
Are disposed on the opposite side of the first plunger 91 with the spool 90 and the first plunger 91 having a small-diameter land and two large-diameter lands formed therebetween and the spring 92 and the spool 90 disposed therebetween. Second plunger 9
And 3. An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89, and the oil passage 95 is connected to the brake port 74 at the third or higher speed among the ports of the 2-3 shift valve 71. It is connected to a port 96 to be communicated. The oil passage 95 branches off in the middle and is connected via an orifice to a port 97 opening between the small-diameter land and the large-diameter land, and a port 98 selectively communicated with the port 94 is an oil passage. 99
Through the solenoid relay valve 100. Then, a linear solenoid valve SLU is connected to a port opened at the end of the first plunger 91,
The second brake B ₂ is connected via an orifice to the port which is opened to the end of the second plunger 93.

[0019] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. 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
The 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 speed from the second brake B _2. The orifice control valve 105 has a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B ₂ is connected in the figure is a port selectively communicated with the drain port, and is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 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.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an 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, the orifice control valve 105 is provided with the oil passage 9.
5 is connected to the oil passage 115, and the oil passage 115 is selectively connected to the drain port.

In the 2-3 shift valve 71, a port 116 for outputting the D-range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected 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 speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

Reference numeral 121 denotes an accumulator for the second brake B ₂ , and an accumulator control pressure P _ac regulated in accordance with a signal pressure P _SLN output from the linear solenoid valve SLN is supplied to a back pressure chamber thereof. It has become. 2 → 3 when the 2-3 shift valve 71 is switched to the time shift, the second brake B ₂ oil passage 8
7, the D range pressure (line pressure PL) is supplied, and this line pressure PL causes the piston 121p of the accumulator 121 to start rising. This piston 12
While 1p is rising, the hydraulic pressure (engagement pressure) P _B2 supplied to the brake B ₂ balances the downward biasing force of the spring 121s and the accumulator control pressure P _ac which biases the piston 121 p downward. Substantially constant, strictly, the pressure is gradually increased with the compression deformation of the spring 121s, and when the piston 121p reaches the rising end, the line pressure P
It is raised to L. That is, the engagement pressure P _B2 at the time of shift transition in which the piston 121p moves is determined by the accumulator control pressure P _ac .

The accumulator control pressure P _ac is controlled by the second brake B ₂ to be engaged when the third shift speed is established.
Although not shown, other than the accumulator 121 for
Gear position established when the clutch C ₁ for the accumulator to be engagement control, the clutch C ₂ is engagement control to the fourth gear position during establishment of the accumulator for the brake B ₀ which is engagement control to the fifth gear position holds, Also supplied to the accumulator,
The transient hydraulic pressure at the time of engagement / disengagement is controlled.

The reference numeral 122 in FIG. 4 shows a C-0 exhaust valve, further numerals 123 denotes 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.

According to the hydraulic circuit 44, the shift from the second gear to the third gear, that is, the third brake B
In so-called clutch-to-clutch shifting engaging the second brake B ₂ as well as releasing the _3, third disengagement transition pressure and the second brake B ₂ engagement transition of the brake B ₃ and the like based on the input torque of the input shaft 26 By controlling the oil pressure, shift shock can be reduced appropriately. For other shifts, the transient hydraulic pressure of the clutches C ₁ and C ₂ and the brake B ₀ is controlled by adjusting the accumulator control pressure P _ac by the duty control of the linear solenoid valve SLN.

As shown in FIG. 2, the hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52. Each of these controllers 50 and 52 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and includes an accelerator operation amount sensor 62, a vehicle speed sensor 63, an input shaft rotation speed sensor 64, a throttle valve opening sensor 6
6. The accelerator operation amount θ _AC , the vehicle speed V (corresponding to the rotation speed N _O of the output shaft 19 of the automatic transmission 18), the rotation speed N _I of the input shaft 26 of the automatic transmission 18, and the throttle valve from the shift position sensor 46, respectively. A signal indicating the opening degree θ _th and the operation range of the shift lever 40 is supplied, and the engine torque T
_E , the motor torque T _M , the engine speed N _E , the motor speed N _M , the storage amount SOC of the power storage device 58 (see FIG. 5),
Information about ON / OFF of the brake is supplied from various detection means and the like, and signal processing is performed according to a preset program. The accelerator operation amount θ _AC is an operation amount of the accelerator operation means 48 operated by the driver according to the output request amount, such as an accelerator pedal. Engine torque T _E, for example, a throttle valve opening theta _th and the engine speed N _E is determined from the engine torque map as a parameter as shown in FIG. 9, the engine torque map, the engine coolant temperature and intake air temperature, atmospheric pressure A plurality are prepared according to an engine state such as an air conditioner and an auxiliary equipment load state such as an air conditioner ON / OFF. Further, the motor torque T _M is obtained from the motor current and the like.
The state of charge SOC is determined from the voltage value of the power storage device 58 or the motor current or charging efficiency during charging when the motor generator 14 functions as a generator.

The output of the engine 12 is controlled in accordance with an operating state such as an accelerator operation amount θ _AC by controlling the throttle valve opening θ _th , fuel injection amount, ignition timing, and the like by the hybrid control controller 50. Is done.
As shown in FIG. 5, the motor generator 14 receives a high voltage (for example, 288) through an M / G controller (inverter) 56.
V), the electric power is supplied from the electric storage device 58 by the hybrid control controller 50, and the electric power is rotationally driven at a predetermined torque.
The state is switched between a charging state in which the power storage device 58 is charged with electric energy by functioning as a generator by the own electric braking torque) and a no-load state in which the rotor shaft 14r is allowed to rotate freely. The first clutch CE ₁ and the second clutch CE ₂ are connected to the hydraulic circuit 4 by a hybrid control controller 50 via an electromagnetic valve or the like.
By switching 4, 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 valve SLU, SLT, SL
The excitation state of N is controlled, and the hydraulic circuit 44 is switched or the hydraulic control is performed, so that a shift is performed according to a shift pattern that is set in advance according to the operating state (for example, the accelerator operation amount θ _AC and the vehicle speed V). The stages are automatically switched.

The hybrid control controller 50 includes:
For example, Japanese Patent Application No. 7-29414 filed earlier by the present applicant.
As described in No. 8, one of the nine operation 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 part of the signal processing by the hybrid control controller 50 that executes each step in FIG. 6 functions as an operation mode switching unit that automatically switches a plurality of operation modes according to a predetermined mode switching condition.

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. It is determined whether there is a command to start the engine 12 or the like.
In mode 2, mode 9 is selected. Mode 9, the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor-generator 1
4, the engine 12 is cranked through the planetary gear unit 16, and the engine 12 is started by performing fuel injection and the like. This mode 9 is performed with the automatic transmission 18 in neutral when the vehicle is stopped.
As described above, when traveling using only the motor generator 14 having released the first clutch CE ₁ as a power source, the first clutch CE ₁ is engaged and the motor generator 14 is operated with an output higher than the required output required for traveling, This is performed by rotationally driving the engine 12 with a margin output equal to or larger 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 the neutral state. Incidentally, in some cases in a state of releasing the second clutch CE _2, it is also possible to crank the engine 12 by the motor generator 14.

If the determination in step S1 is negative, that is, if there is no engine start request, step S3
By executing the above, whether or not there is a request for the braking force,
For example, whether the brake is ON or not, the operation range of the shift lever 40 is an engine brake range such as L or 2 or D.
In M range, and the accelerator operation amount theta _AC is 0 whether, or simply whether the accelerator operation amount theta _AC is 0, it is determined by such. If this determination is affirmed, step S4 is executed. In step S4, the storage amount SO of the power storage device 58
It is determined whether C is equal to or greater than a predetermined maximum charge amount B,
If SOC ≧ B, mode 8 is selected in step S5,
If SOC <B, mode 6 is selected in step S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy.
For example, a value of about 80% is set based on the charge / discharge efficiency of No. 8 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 and the pump action, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is performed. And the driving operation becomes easier. 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.

The 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. Further, since the first clutch CE ₁ is shut off is released the engine 12, since with no energy loss due to rotational resistance of the engine 12, the electricity storage amount SOC is executed when less than the maximum storage amount B, Power storage amount SOC of power storage device 58
Does not become excessive, thereby impairing performance such as charge and discharge efficiency.

If the determination in step S3 is denied, that is, if there is no request for braking force, step S7 is executed to determine whether engine start is required, for example, by using the engine 12 as a power source in mode 3, for example. The determination is made based on whether or not the vehicle is stopped during running, that is, whether or not the vehicle speed V ≒ 0. If this determination is affirmed, it is determined in step S8 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. Mode 5 is selected, and if the accelerator is not ON, mode 7 is selected in step S10.

Mode 5 selected in step S9
Is a first clutch CE ₁ As apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle. Specifically, the planetary gear device 1
_Assuming that the gear ratio of No. 6 is ρ _E , engine torque T _E : output torque of the planetary gear set 16: motor torque T _M = 1:
(1 + ρ _E ): Since it is ρ _E , for example, if the gear ratio ρ _E is about 0.5 which is a general value, the engine torque T
By half the torque of the _E motor generator 14 is shared, approximately 1.5 times the torque of the engine torque T _E is outputted from the carrier 16c. 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 16c becomes 0 just by rotating the rotor shaft 14r in the reverse direction, and the vehicle stops.
That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, the engine torque T _The vehicle can be started smoothly with an output torque of (1 + ρ _E ) times _E.

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 throttle valve opening θ _th and the fuel injection amount are increased to increase the output of the engine 12 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.

Mode 7 selected in step S10 includes:
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 output to the input shaft 26 of the automatic transmission 18 becomes zero. This allows
It is not necessary to stop the engine 12 one by one at the time of stopping the running vehicle using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

If the determination in step S7 is negative, that is, if there is no request to start the engine, step S1 is executed.
1 to determine whether the required output Pd is equal to or less than a first determination value P1 set in advance. The required output Pd is an output necessary for running the vehicle including the running resistance, and is the accelerator operation amount θ _AC
And the speed of change thereof, the vehicle speed V (the output rotational speed N _O ), the gear position of the automatic transmission 18, and the like, are calculated by a predetermined data map, an arithmetic expression, or the like. The first determination value P1 is a boundary value between a medium 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 above, it is determined through experiments and the like that the amount of exhaust gas, fuel consumption, and the like are reduced as much as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. On the other hand, if SOC <A, mode 3 is selected in step S14. The minimum power storage amount A is a minimum power storage amount that is allowed to take out electric energy from power storage device 58 when traveling using motor generator 14 as a power source, and is, for example, 70% based on charge / discharge efficiency of power storage device 58 and the like. The value of degree is set. The predetermined value α in step SA1 in FIG. 9 is a value sufficiently smaller than the minimum charge amount A, but may be set to a value similar to the minimum charge amount A.

[0040] 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. In this case, since the engine 12 first clutch CE ₁ is released is interrupted, the mode 6 less similarly pulled rubbing losses, efficient motor drive by appropriate shift control of the automatic transmission 18 Control is possible. Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 or less and the state of charge SOC of the power storage device 58 is equal to or more than the minimum state of charge A. The fuel efficiency and the exhaust gas can be reduced as compared with the case where the vehicle is traveling, and the state of charge SOC of the power storage device 58 is reduced to the minimum state of charge A.
The performance such as charge / discharge efficiency is not impaired.

Mode 3 selected in step S14 includes:
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.

If the determination in step S11 is negative,
That is, when the required output Pd is larger than the first determination value P1, in step S15, it is determined whether the required output Pd is larger than the first determination value P1 and smaller than the second determination value P2.
That is, it is determined whether or not P1 <Pd <P2. The second determination value P2 is determined by determining whether the engine 12 and the motor generator 14
Is a boundary value of a high load region in which the vehicle travels using both of the power sources as power sources. In consideration of energy efficiency including charging at the time of the engine 12, the exhaust gas amount, the 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. Stipulated.
If P1 <Pd <P2, step S16 is followed by step S16.
It is determined whether or not OC ≧ A. If SOC ≧ A, mode 2 is selected in step S17. If SOC <A, mode 3 is selected in step S14. Also, Pd ≧
If P2, it is determined in step S18 whether 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. In addition, mode 4 includes the first clutch CE ₁ and the second clutch CE ₁ .
Clutch CE ₂ and together engaging (ON), the engine 12 and the operating state, in which to rotate the motor generator 14 to the high output running of the vehicle both engine 12 and motor-generator 14 as a power source. This mode 4 is executed in a high load region where the required output Pd is equal to or more than the second determination value P2. However, since the engine 12 and the motor generator 14 are used together, only one of the engine 12 and the motor generator 14 is used. Compared to running as a power source, energy efficiency is not significantly impaired, and 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. When SOC <A, the power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where the required output Pd is smaller than the second determination value P2. In the high load region equal to or greater than the determination value P2, mode 2 is selected in step S17, and high-power running is performed by the engine 12 without performing charging.

In 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 region, it is desirable to use Mode 4 in which the vehicle runs using both the motor generator 14 and the engine 12. However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, only the engine 12 in Mode 2 is used. Is performed, the power storage amount S of the power storage device 58 is stored.
It is avoided that the OC becomes smaller than the minimum charge amount A and the performance such as charge / discharge efficiency is impaired.

In the hybrid control controller 50, the torque measurement switch 65 shown in FIG.
By performing the operation, the engine torque is measured based on the power generated by the motor generator 14 as shown in the flowchart of FIG.
Rewrite the engine torque map. The torque measurement switch 65 measures the torque in a state where the engine 12 is mounted on the vehicle, each accessory is mounted as a load, and the exhaust pipe and the muffler are also mounted. It is used to correct the engine torque map in accordance with the requirement, and is not substantially required to be used by general users, but is used at the time of maintenance or development of a dealer. Therefore, it is not necessary to install the switch in a vehicle compartment. For example, a switch that is turned on by short-circuiting terminals provided in an engine room is preferably used. In the signal processing by the hybrid control controller 50, the part that executes steps SA6 to SA8 in FIG. 10 functions as a torque measuring unit. The preset engine torque map represents, for example, the average torque characteristics of a large number of engines of the same type in a single engine.

In step SA1 of FIG. 10, various signals are read, and in step SA2, it is determined whether or not the torque measurement switch 65 has been turned on (for example, short-circuited). Execute SA3 and below. In step SA3, it is determined whether or not predetermined engine conditions such as maintaining the engine water temperature, intake air temperature, atmospheric temperature, and atmospheric pressure substantially constant during the engine torque scanning in step SA7. That is, a plurality of types of engine torque maps are prepared according to various engine conditions such as an engine water temperature, an intake air temperature, an atmospheric temperature, an atmospheric pressure, and the like. This makes it impossible to obtain an engine torque map. Therefore, if the engine condition is satisfied, the process proceeds to step SA4.
The following is executed, but if not satisfied, step SA9
To stop the torque measurement and rewrite the engine torque map.

In step SA4, the auxiliary equipment loads such as the air conditioner and the power steering are fixed. This is described in, for example,
As described in JP 7660, the engine 12
This is because some of the torque generated in step (1) is consumed by auxiliary equipment loads such as the air conditioner and the power steering, and if this changes during the engine torque scanning in step SA7, an accurate engine torque map cannot be obtained. For this reason, ON / OFF switching of the air conditioner is prohibited or the air conditioner is turned OFF. It should be noted that the condition of each of these accessory loads can be included in the storage condition or the correction condition of the engine torque map.

At step SA5, it is determined whether or not the shift lever 40 is in the D range and the vehicle speed V = 0. this is,
When performing the engine torque measurement, this is an operation to be performed by an operator such as a dealer and is a matter specified in a manual or the like. In the case of NO, for example, a voice display or a visual display may be used to indicate that. Is desirable. In D-range, input clutch C ₁ is engaged as is clear from FIG. 3, and because it is the vehicle speed V = 0, the carrier 16c of the electric torque converter 24 is fixed (0 rotation),
Ignoring rubbing torque and loss torque, engine 1
Only consider the inertia torque of the 2 and the motor generator 14 can obtain the engine torque T _E from generation power of the motor generator 14. Vehicle speed V =
For 0, it is desirable to use, for example, a parking brake.

[0050] While the determination in step SA5 is NO executing the step SA9, the second clutch is disengaged CE ₂ with engaging the first clutch CE ₁ at step SA6 If YES, the engine in step SA7 Perform a torque scan. The engine torque scan, for example full scale, full rotation in order to perform the torque measured in (all engine speed N _E and the throttle valve opening theta _th region), the throttle valve of the engine 12 opening theta _th and engine The rotation speed _NE is automatically changed.

In the next step SA8, when the motor generator 14 is rotationally driven by the engine 12, based on the power generated by controlling the power generation of the motor generator 14, for example, the following equation (1)
Calculating the engine torque T _E according rewrites the torque value of the corresponding portion of the engine torque map.
In (1), T _E is engine torque (Nm), P is power generated (W), eta is the power generation efficiency, N _E is engine speed (rpm), the generated power P and the power generation efficiency eta, e.g. arithmetic expression and data maps to a like motor current and the motor rotational speed N _M and a parameter determined from such. The engine torque map is stored in a rewritable storage device such as a nonvolatile memory. _{T E = P / (η ×} N E × 2π / 60) ··· (1)

In this embodiment, the motor 12 is driven to rotate by the engine 12 and the engine torque _TE is calculated based on the electric power P generated by the motor generator 14. It can detect the engine torque T _E. By the engine torque map is rewritten by such a high engine torque T _E that is detected with the precision,
Determination of hydraulic pressure during shifting, determination of change timing of the hydraulic pressure, determination of line hydraulic pressure, determination of lock-up clutch engagement pressure, determination of transfer clutch hydraulic pressure, determination of differential lock (LSD), control of VSC, etc. Various control accuracy using the torque map is improved.

In the above example, the vehicle is in the D range and the vehicle speed V = 0.
In was supposed to perform engine torque measurement, along with interrupting the power transmission to the N or P range in the drive wheel side, also perform engine torque measured in a state in which both engaged clutch CE ₁ and CE ₂ it can. In that case,
In the motor torque T _M = engine torque T _E, the motor torque T _M in the case of power generation control of the motor generator 14 in regenerative braking torque, to generate a torque in the direction opposite to the direction of rotation by the engine 12 by energizing the motor generator 14 In this case, the motor torque T _M is the drive torque, and any of them can be obtained from the motor current. The regenerative braking torque is based on the generated power, and the driving torque is based on the power consumption, which are all embodiments of the present invention.

[0054] The step motor generator 14 and the power generation control in SA8, had been from its occurrence power P to calculate the engine torque T _E, for example, the engine rotational speed N _E of the motor-generator so as to maintain a constant 14 To generate a driving torque in the direction opposite to the rotation direction of the engine 12. Based on the motor torque (driving torque) T _M at that time and the gear ratio ρ _E of the planetary gear unit 16, the engine torque T _{E is} calculated according to the following equation (2) Can also be requested. T _E = ρ _E × T _M (2)

In the above example, the entire area of the engine torque map is rewritten. However, several pinpoints (representative points) are measured, and the differences from the engine torque map are compared. The entire map area may be changed from the original engine torque map. In that case, scanning is easy and can be performed in a short time.

For the purpose of avoiding erroneous learning or an extreme state, a guard area (value) may be provided for the change amount.

Further, for example, JP-A-5-77660, JP-A-5-209677, and JP-A-2-42265.
Q / N, GN, G
In a system for estimating the input shaft torque using NFWD, the base engine torque map may be corrected with the measured engine torque value of the above embodiment.
That is, instead of the throttle valve opening θ _th , Q / N or G
The engine torque map may be created using N, GNFWD.

When it is desired to know an accurate engine torque value at the time of gear shifting, the motor generator 14 is temporarily driven to generate power even during traveling without using the engine torque map. and, it is also possible to calculate the engine torque T _E from generating power. FIG. 11 shows an example of this, and steps SB4 to SB4
The part that executes B6 functions as torque measuring means.

In step SB1 of FIG. 11, various signals are read, and in step SB2, it is determined whether or not the 1st to 2nd shift from the first gear to the second gear. 1 →
If it is a 2 shift, step SB4 and subsequent steps are immediately executed. If it is not a 1 → 2 shift, it is determined in a step SB3 whether or not a 2 → 3 shift from the second gear to the third gear is performed.
Steps SB4 and subsequent steps are executed if the shift is three. FIG.
As is apparent from FIG. 4 and FIG. 4, the 1 → 2 shift is a direct pressure control without using a one-way clutch, and the 2 → 3 shift is a clutch-to-clutch shift. High precision hydraulic control and switching timing control are also required.

In step SB4, the first clutch CE ₁
Releasing the second clutch CE ₂ with engaging and power generation control of the motor generator 14 in step SB5.
Then, to calculate the engine torque T _E in accordance with the equation (1) in step SB6, in step SB7, or perform engagement oil pressure control in the gear shifting on the basis of the engine torque T _E (real-time value) and the motor torque T _M , The switching timing of the valve is determined.

Also in this embodiment, the motor 12 is driven to rotate by the engine 12, and the engine torque _TE is calculated based on the electric power P generated by the motor generator 14. can detect T _E, shift shock is reduced by improving the hydraulic and accuracy of switching timing at the time of gear shift is determined based on the engine torque T _E.

It should be noted that the actual detected vehicle engine torque for each vehicle is accurately determined by determining the line oil pressure, determining the lock-up clutch engagement pressure, determining the transfer clutch hydraulic pressure,
It can be used for control of various drive systems or brake systems such as determination of differential lock (LSD) and control of VSC.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds was used. However, as shown in FIG. It is also possible to adopt an automatic transmission 60 consisting of only the second gear 22 and perform the shift control at four forward speeds and one reverse speed as shown in FIG. However, the present invention is applicable to a hybrid vehicle that does not include such a transmission.

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

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

FIG. 2 is a diagram illustrating a control system included 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 provided in the automatic transmission of FIG. 1;

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

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 diagram illustrating an example of an operation pattern of a shift lever.

FIG. 9 shows a throttle valve opening θ _th and an engine speed N.
FIG. 9 is a diagram showing an example of an engine torque map for obtaining an engine torque from _E.

FIG. 10 is a flowchart illustrating an operation when measuring an engine torque using a motor generator in order to correct the engine torque map of FIG. 9;

FIG. 11 is a flowchart illustrating an operation when measuring engine torque using a motor generator in order to determine a hydraulic pressure and a switching timing at the time of shifting.

FIG. 12 is a skeleton diagram illustrating another example of a hybrid drive device of a hybrid vehicle to which the present invention is suitably applied.

13 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 50: Controller for hybrid control Steps SA6 to SA8: Torque measuring means Steps SB4 to SB6: Torque measuring 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 (1)

[Claims] 1. A hybrid vehicle comprising an engine operated by the combustion energy of fuel and a motor generator, wherein the motor generator is driven to rotate by the engine, and the motor generator is energized or generates power. A hybrid vehicle having a torque measuring means for measuring an engine torque based on power consumption or generated power.