JPH10174209A - Driving controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an electric motor appropriately by selecting torque control or rotational speed control for an electric motor according to its operating condition. SOLUTION: In the control of the engagement or opening transition of the second clutch where the sun gear and carrier of an epicyclic gear device are connected together to rotate the epicyclic gear device integrally, a motor generator is controller from torque by torque control means (SA5 to SA6, SA9 to SA10) under a condition where the second clutch is engaged completely (modes 1, 3, 4, 6 and 9). The motor generator is controlled from rotational speed by rotational speed control means (SA2 to SA3, SA12 to SA13) in such a condition as the second clutch is completely opened (mode 5). As a result, the driving force is always kept constant regardless of the presence of external load, thus it is possible to prevent vehicle derivability from being degraded, and control the rotational speed of the engine to a prescribed rotational speed with the highest fuel consumption efficiency.

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 to control of an electric motor.

[0002]

[Prior art]

(a) an engine that operates by burning fuel, (b) an electric motor connected to a power storage device that stores electric energy, and (c) a first rotating element that is connected to the engine, and that is connected to the electric motor. And a third rotating element coupled to the output member, and mechanically synthesizing and distributing a force between the second rotating element and the third rotating element. A hybrid vehicle having a clutch that connects the elements and integrally rotates the combined distribution mechanism,
It has been proposed for the purpose of improving fuel efficiency and reducing exhaust gas. The device described in U.S. Pat. No. 5,258,651 is an example of such a device, in which a planetary gear device is used as a composite distribution mechanism. The electric motor is usually subjected to either torque control or rotation speed control.

[0003]

However, in such a hybrid vehicle, when the torque of the electric motor is uniformly controlled, for example, the clutch is disengaged (OFF).
When the vehicle is started while the engine is in operation and the regenerative braking torque of the electric motor is gradually increased to start the vehicle, the number of revolutions of the engine is determined by the torque balance between the electric motor and the engine. There was a possibility that the engine speed could not be set to a predetermined speed such as maximum fuel efficiency due to variations in the engine torque with respect to the accelerator operation due to changes over time or the like.

Further, when the rotation speed of the electric motor is uniformly controlled, for example, when the clutch is engaged (ON) and the vehicle is driven by the electric motor as a power source, the driving force of the vehicle obtained by the accelerator operation is obtained. Since it varies depending on the external load, the driving operability may be significantly impaired.

The present invention has been made in view of the above circumstances, and has as its object to provide an engine and an electric motor as power sources for driving a vehicle, and to connect the power source to the power source. A hybrid distributing mechanism for mechanically synthesizing and distributing the composite distributing mechanism, and a rotating element restraining means for restraining a rotating element of the synthetic distributing mechanism,
An object is to appropriately control an electric motor according to a vehicle state.

[0006]

In order to achieve the above object, a first aspect of the present invention is to provide (a) an engine operated by fuel combustion and an electric motor operated by electric energy as power sources for running a vehicle. (B) having a first rotating element connected to the engine, a second rotating element connected to the electric motor, and a third rotating element connected to the output member, and In a drive control device for a hybrid vehicle having mechanically synthesizing and distributing force, a synthesizing and distributing mechanism for distributing force, and (c) a rotating element restraining means for restraining a rotating element of the synthesizing and distributing mechanism, Torque control means for controlling, (e) rotation speed control means for controlling the rotation speed of the electric motor, (f) the torque control means and the rotation speed control means according to the operating state of the rotation element restraining means Mode to use properly Characterized by a control selection means.

According to a second aspect of the present invention, in the drive control apparatus according to the first aspect, the motor control selecting means selects the torque control means when the rotating element of the composite distributing mechanism is restrained by the rotating element restraining means. It is characterized by that.

According to a third aspect of the present invention, in the drive control device according to the first aspect, the motor control selecting means controls the rotation speed control means when the rotating element of the combining and distributing mechanism is not restrained by the rotating element restraining means. It is a feature to be selected.

According to a fourth aspect of the present invention, in the drive control device according to the first aspect, the motor control selecting means selects the rotational speed control means when the rotary element restraining means is in a predetermined slip state. There is a feature.

[0010]

According to the first aspect of the present invention, whether to control the torque of the electric motor or the number of rotations of the electric motor is selected according to the operating state of the rotating element restraining means. By properly using them, the electric motor can be appropriately controlled.

According to the second aspect of the invention, when the rotating element of the combining / distributing mechanism is restrained by the rotating element restraining means, for example, a clutch that connects the two rotating elements of the combining / distributing mechanism and integrally rotates the combining / distributing mechanism is provided. When the electric motor is engaged, or when the brake for fixing the first rotating element connected to the engine is engaged, the torque of the electric motor is controlled by the torque control means, so that the accelerator operation indicating the required output of the driver is performed. , The driving force obtained is always kept constant irrespective of the external load, and the driving operability of the vehicle is not impaired.

According to the third aspect of the present invention, when the rotating element of the combining and distributing mechanism is not restrained by the rotating element restraining means, for example, a clutch that connects the two rotating elements of the combining and distributing mechanism and integrally rotates the combining and distributing mechanism is provided. When not engaged,
When the brake for fixing the first rotating element connected to the engine is not engaged, the rotation speed of the electric motor is controlled by the rotation speed control means. The engine speed can be controlled to a predetermined speed such as the maximum fuel efficiency regardless of the variation of the engine torque due to the operation.

According to the fourth aspect, when the rotating element restraining means is in the predetermined slip state, for example, the engagement transition of the clutch for connecting the two rotating elements of the combining / distributing mechanism and integrally rotating the combining / distributing mechanism. The electric motor is controlled by the rotational speed control means at the time of transition or release transition, or at the time of the transition of engagement or release of the brake for fixing the first rotating element connected to the engine. A similar effect is achieved.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The composite distributing mechanism has three rotating elements, such as a planetary gear unit and a bevel gear type differential unit, which are operatively connected to each other to rotate relative to each other. And a planetary gear device is preferably used. When a planetary gear device is used, it is preferable that a ring gear be the first rotating element, a sun gear be the second rotating element, and a carrier be the third rotating element.

In the case where a clutch for connecting the two rotating elements of the composite distributing mechanism and integrally rotating the composite distributing mechanism is provided as the rotary element restraining means, the electric motor is activated when the clutch is engaged. When the clutch is disengaged, the electric motor is controlled by the rotational speed control means.When the clutch is in a predetermined slip state, the electric motor is controlled by the rotational speed control means. It is desirable to do so.

If the rotating element restraining means has a brake for fixing the first rotating element connected to the engine so as not to rotate, the electric motor is controlled by the torque control means when the brake is engaged. When the brake is released, the electric motor is controlled by the rotation speed control means. When the brake is in a predetermined slip state, the electric motor is controlled by the rotation speed control means. Is desirable.

The torque control means is configured to perform, for example, feedforward control or feedback control of a motor current or the like so that the motor torque becomes a predetermined target torque. The motor torque and further the motor current are feedback-controlled so that the number matches a predetermined target rotation speed. The target torque is obtained from a preset data map, a calculation formula, or the like according to a vehicle state such as an accelerator operation amount (output required amount), a regenerative required amount, and a vehicle speed. It is obtained from a gear ratio of the combining and distributing mechanism or the like according to an operating state (engine torque) of the engine or the like by a predetermined arithmetic expression or the like.

Further, the switching from the torque control of the electric motor by the torque control means to the control of the number of rotations of the electric motor by the rotation number control means is performed by releasing the restriction of the rotation element of the composite distribution mechanism by the rotation element restriction means. The switching from the rotation speed control of the electric motor by the rotation speed control means to the torque control of the electric motor by the torque control means is preferably performed when the rotation element of the combined distribution mechanism is rotated by the rotation element restraining means. It is desirable to do this after the is completely restrained.

Further, when switching from the torque control of the electric motor by the torque control means to the rotation speed control of the electric motor by the rotation speed control means, the initial value of the target rotation speed of the electric motor by the rotation speed control means is the torque. It is desirable to match as much as possible the actual rotation speed of the electric motor at that time by the control means.

When switching from the rotation speed control of the electric motor by the rotation speed control means to the torque control of the electric motor by the torque control means, the initial value of the target torque of the electric motor by the torque control means is controlled by the rotation speed control. It is desirable that the final value of the output torque output by the means be made as close as possible.

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 of a hybrid vehicle including a drive control device according to one embodiment of the present invention.

In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and functions as an engine 12 such as an internal combustion engine that operates by burning fuel, and functions as an electric motor and a generator. 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 are driven right and left from an output shaft 19 via a propeller shaft (not shown) and a differential unit. The driving force is transmitted to the driving wheels (rear wheels).

The planetary gear unit 16 is a composite distribution mechanism for mechanically distributing and distributing force. The planetary gear unit 16 and the motor generator 14 constitute an electric torque converter 24, and its ring gear 16
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0024] 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. 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 combination of an auxiliary transmission 20 composed of a front-type overdrive planetary gear unit and a main transmission 22 having four forward and one reverse stages composed of a simple connection of three planetary gear trains. .

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged_O, Bray
Key B ₀And one-way clutch F₀And is configured with
You.

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

The hydraulic circuit 40 is switched by an electromagnetic valve (not shown) in accordance with the excitation and non-excitation of the solenoid valves SL1 to SL4 shown in FIG. 2, or a manual shift mechanically connected to the shift lever 42. When the hydraulic circuit 40 is mechanically switched by a valve, the clutches C ₀ , C ₁ , C ₂ , the brake B
₀ , B ₁ , B ₂ , B ₃ , B ₄ are respectively engaged and disengaged, and as shown in FIG. 3, neutral (N), five forward steps (1st to 5th), and one reverse step (Rev). ) Are established.

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

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" indicates engagement, and "●" indicates that the shift lever 42 (not shown) is in the engine brake range, for example, "3".
Engagement is performed when operated to a low speed range such as the “2” and “L” ranges, and a blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 40 is mechanically switched by a manual shift valve mechanically connected to the shift lever 42. The shifts between the first shift stages and the fifth shift stages are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
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.

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 is provided with a microcomputer having a CPU, a RAM, a ROM, and the like, and receives inputs from an input shaft speed sensor 62, a motor speed sensor 64, an accelerator operation amount sensor 66, and a shift position sensor 68, respectively. A signal indicating the shaft rotation speed N _I , the motor rotation speed N _M , the accelerator operation amount θ _AC , the operation range of the shift lever 42, and the like are supplied, and the vehicle speed V (corresponding to the output shaft rotation speed N _O of the automatic transmission 18). ), Engine torque T _E , motor torque T _M , engine speed N _E , power storage amount SOC of power storage device 58, information on brake ON / OFF, etc.
It comes to be supplied from various detection means and the like,
Signal processing is performed according to a predetermined program.

[0034] 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 and the like, and the state of charge SOC is obtained from the motor current and the charging efficiency during 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.

As shown in FIG. 4, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to 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 a hybrid control controller 50.
As a result, the hydraulic circuit 40 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valve 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 operation modes shown in FIG. 6 is selected according to the flowchart shown in FIG. 5, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 5, in step S1, it is determined whether or not an engine start request has been issued, for example, to drive the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

Here, if there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As is apparent from FIG. 6 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 , And performs engine start control such as fuel injection to start the engine 12.

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

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

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or 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 Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step 8 is selected. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the power storage device 58 and the like.

Mode 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 6 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 and the no-load state, the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Driving operation becomes easy. Further, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to avoid a situation where power storage amount SOC of power storage device 58 becomes excessive and impairs performance such as charge / discharge efficiency.

[0047] Mode 6 is selected in step S6, it opens the first clutch CE ₁ As is apparent from FIG. 6 (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 released and the engine 12 is shut off, there is no energy loss due to the rubbing of the engine 12 and the operation is executed when the state of charge SOC is smaller than the maximum state of charge B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

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

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

Mode 5 selected in step S9
Is a first clutch CE ₁ As is apparent from FIG. 6 engaged (ON), the second clutch CE ₂ open (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.

More specifically, assuming that the gear ratio of the planetary gear set 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear set 16: the 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 about 1.5 times _E is output from the carrier 16c.

That is, it is possible to perform a high torque start of (1 + ρ _E ) / ρ _E times the torque of the motor generator 14. Further, if the motor current is cut off to place the motor generator 14 in a no-load state, the rotor shaft 14r
Is only rotated in the reverse direction, the output from the carrier 16c becomes 0, 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, 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 throttle valve opening 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 with.

Mode 7 selected in step S10 is as follows.
As can be appreciated the first clutch CE ₁ engages from FIG 6 (O
N), and the second clutch CE ₂ open (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 the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (the output shaft rotation speed N _O ),
Based on the gear position of the automatic transmission 18 and the like, it is calculated by a predetermined data map, an arithmetic expression, or the like.

The first judgment value P1 is a boundary value between a 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 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 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. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

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

[0062] The Mode 1, FIG. 6 of the first clutch CE ₁ As is clear from the opening (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.

[0063] In this case, since the first clutch CE ₁ is interrupted is open the engine 12, the mode 6 as well as pull rubbing loss is small, the efficiency by appropriate shift control of the automatic transmission 18 Good motor drive control is possible.

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

The mode 3 selected in step S14 is
As is clear from FIG. 6, 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, in step S15, the required output Pd is determined.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

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

If P1 <Pd <P2, it is determined in step S16 whether or not SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17 and SOC <A
In the case of, mode 3 is selected in step S14.

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

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

In mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in the operating state, and the motor generator 14 is rotationally driven. 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 the 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.

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

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

Next, there is provided a characteristic portion of the present embodiment to which the present invention is applied, that is, a second clutch CE ₂ that connects the sun gear 16 s of the planetary gear unit 16 and the carrier 16 c to rotate the planetary gear unit 16 integrally. A control operation for appropriately controlling the motor generator 14 according to the vehicle state in the hybrid vehicle will be described with reference to a flowchart of FIG. This control operation, step SA in to control of when the second clutch CE ₂ engage or open transient
1, SA4, SA8, and SA11 correspond to the motor control selecting means, and correspond to steps SA2 to SA3, SA12.
Steps SA5 to SA13 correspond to the rotation speed control means, and steps SA5 to SA6 and SA9 to SA10 correspond to the torque control means, which are executed by the hybrid controller 50, respectively. Further, the second clutch CE ₂ corresponds to a rotating element restraining means. Although detailed description is omitted, in a state where the second clutch CE ₂ is completely engaged (modes 1, 3, 4, 6, and 9), the motor generator 14 is controlled by the torque control means based on the torque. , second clutch CE ₂ the motor-generator 14 in a state (mode 5) is completely opened is controlled on the basis of the rotation speed by the rotation speed control unit.

[0078] In FIG. 7, whether the engagement command in step SA1 second clutch CE ₂ is output is determined. This determination may, for example the second clutch CE ₂ is opened based on the operation mode determining subroutine of FIG. 5 (OF
F) From the operated mode (modes 5 and 7), the second
Clutch CE ₂ is performed by determining whether or not switched to the engaged (ON) has been operating mode (mode 1,2,3,4,6,8,9).

If this determination is affirmative, step S
The second clutch CE ₂ engagement transient control below A2 is executed, and as shown in the time charts of FIGS. 8 and 9, for example, the motor rotation speed command value ynm, the hydraulic pressure command value pCd of the second clutch CE ₂ , the motor The torque command value ytm and the engine torque command value yte are controlled. That is, in step SA2, the motor rotational speed N _M at this time point
[rpm] is stored in the storage variable memnm [rpm], and the target rotation speed of the motor generator 14 immediately before the start of this control is set to the motor rotation speed command value ynm (i-1) [rpm].

Next, at step SA3, the target rotation speed following control of the motor generator 14 is executed according to the following equation (1). This, for example, the actual motor torque as the motor rotational speed N _M is the motor rotational speed command value y nm, further is performed by feedback control of the motor current. However, from the the motor rotational speed command value y nm (i) becomes an input shaft rotational speed N _I [rpm] above, the motor rotation speed command value y nm (i) is always set to the input shaft rotational speed N _I.
In the following equation (1), dnmcdon [rpm / 8msec]
Is a value determined by linear interpolation constant map predetermined for the difference between the input shaft rotational speed N _I and the storing variables memnm as parameters. (I) indicates a value in the current control cycle, and (i-1) indicates a value in the previous control cycle. ynm (i) = ynm (i-1) + dnmcdon (1)

Next, at step SA4, the second clutch C
Whether engagement end determination condition of E ₂ is satisfied is judged. This judgment is made when T ₁ [msec] when the following equation (2) is satisfied.
This is performed by determining whether or not the conditions are continuously established. If this determination is denied, steps SA2-S
A4 is repeatedly executed, but if this judgment is affirmed, step SA5 is executed. N _I −N ₁ ≦ N _M ≦ N _I + N ₁ (2)

At step SA5, the motor torque T _M [N · m] at this time is stored in the storage variable memtm [N · m]. Note that the initial value of the motor torque T _M is the final torque value at the time of the target rotational speed follow-up control in step SA3. Next, at step SA6, the motor torque command value yt
The storage variable metm [N · m] is set as m [N · m], and the basic motor torque request value btm (mde) [N is determined by the vehicle state by being changed by a constant amount in each control cycle.・ M] smoothly.
Then, the motor current is, for example, feedforward controlled in accordance with the motor torque command value ytm. The basic motor torque request value btm (mde) is calculated based on the accelerator operation amount θ _{AC and the} like in accordance with a calculation method when performing motor control based on torque when the second clutch CE ₂ is ON (mode 4 or the like). Is done.

Next, at step SA7, it is determined whether or not a control end condition has been satisfied. This determination is made in step S
Ktcdonr after the engagement end determination condition is satisfied in A4
This is performed by determining whether t [msec] has elapsed or whether the shift lever 42 has been operated to the N range or the P range. Note that ktcdonrt [msec] is a value obtained by linearly interpolating a predetermined constant map using the accelerator operation amount θ _AC [%] as a parameter. If this determination is denied, steps SA5 to SA7 are repeatedly executed. If this determination is affirmed, this routine is terminated. In step SA6, the motor torque command value ytm is controlled such that the motor torque command value ytm changes smoothly to btm (mde) by the above ktcdonrt.

Note that, based on the time charts of FIGS. 8 and 9,
And the second clutch CE_TwoOil pressure command value pCd [kg / cm^Two]of
To explain the change, first, in step SA1,
2nd clutch CE_TwoIt is determined that the engagement command has been output.
Until a predetermined time KTCDON1 [msec] elapses
Then, the hydraulic command value pCd is equal to the predetermined value PCDON1 [kg / cm ^Two]
Is set to 2nd clutch CE_TwoHydraulic pressure, for example,
The hydraulic command value pC is set by a near solenoid valve.
The control is continuously performed according to d. still,
Predetermined time KTCDON1 [msec] and predetermined value PCDON
1 [kg / cm^Two] Is ATF oil from a predetermined constant map.
This is a constant value obtained using temperature as a parameter.

Next, a predetermined time KTCDON1 [msec] elapses.
A predetermined time KTCDON2 [msec] has passed since the time
Until the oil pressure command value pCd is equal to the predetermined value pcdon2 [k
g / cm ^Two] Is set. In addition, the predetermined time KTCDON2 [mse
c] parameterizes the ATF oil temperature from a predetermined constant map.
It is a constant value obtained as a meter, and a predetermined value pcdo
n2 [kg / cm^Two] Is a predetermined constant map for motor rotation
Number N_MLinear interpolation using [rpm] as a parameter
This is the value that is required.

Next, from the point in time when the predetermined time KTCDON2 [msec] has elapsed until the time when it is determined in step SA4 that the engagement termination determination condition is satisfied, the hydraulic pressure command value pCd is expressed by the following equation.
It is set according to (3). However, pCd (i) ≦ pcdo
In the case of n2, pCd (i) = pcdon2 is set. ^{Incidentally, dpcdon [kg / cm 2 /} 8msec] is a value determined by linear interpolation input shaft speed N _I a constant map predetermined as a parameter (sweep-up component). Also, pf as a feedback correction term
bcdon [kg / cm ² ] is a value obtained according to the following equation (4). In the following equation (4), gfbcdon [(kg / cm ² ) / (r
pm / 8msec)] is a predetermined constant value (feedback gain), and mdmonmon [rpm / 8msec] is a predetermined constant map representing the difference between the input shaft rotation speed N _I and the storage variable memnm. It is a value (target change amount) obtained by linear interpolation as a parameter, and dnm8 [r
pm / sec] is the actual amount of change in motor rotation speed N _M. pCd (i) = pCd (i -1) + dpcdon + pfbcdon [kg / cm 2] ··· (3) pfbcdon = gfbcdon × (mdnmon-dnm8) [kg / cm 2] ··· (4)

Next, from step SA4, when it is determined that the engagement end determination condition is satisfied, until step SA7 determines that the control end condition is satisfied, the hydraulic pressure command value pC
d is set to a hydraulic pressure value PCDMAX [kg / cm ² ] for complete engagement.

The change in the engine torque command value yte [N · m] will be described with reference to the time charts of FIGS. 8 and 9. First, in step SA 1, the second clutch CE _2.
Step S is performed after it is determined that the engagement command has been output.
A4 In previous second engagement end determination condition of the clutch CE ₂ is judged to be satisfied, the engine torque command value YTE [N
[M] is the basic engine torque demand value b determined from the vehicle condition
te (mdh) [N · m]. Then, for example, feed-forward control of the throttle valve and the like is performed according to the engine torque command value yte. The basic engine torque request value bte (mdh) is equal to the second clutch CE ₂
Is OFF (modes 5 and 7) according to the calculation method
It is calculated based on the accelerator operation amount θ _AC or the like.

Next, at step SA4, the second clutch CE
_When it is determined that the engagement termination determination condition ₂ is satisfied, the basic engine torque request value bte (md
h) [N · m] is stored in the storage variable “memte” and the engine torque command value yte is stored in the storage variable “mete”.
mte. The engine torque command value yte is equal to the basic engine torque request value b until the predetermined time ktcdonrt [msec] elapses from that time.
It can be smoothly changed to te (mde). The required basic engine torque value bte (mde) is calculated based on the accelerator operation amount θ _AC or the like according to a calculation method when the second clutch CE ₂ is ON (mode 4 or the like).

Returning to FIG. 7, if the determination in step SA1 is negative, step SA8 is executed. At step SA8, whether opening command of the second clutch CE ₂ is output is determined. This determination is made, for example, in FIG.
The operation mode (mode 1, mode ₂ ) in which the second clutch CE ₂ is engaged (ON) based on the operation mode determination subroutine of
2, 3, 4, 6, 8, 9) to determine whether or not the mode has been switched to the opened (OFF) operation mode (modes 5, 7).

[0091] While this routine if the judgment is negative is ended, if the judgment is affirmative, in step SA9 following second clutch CE ₂ opening transient control is performed, for example, FIG. 10, FIG. 11 time the motor rotational speed command value as shown in the chart y nm, the hydraulic pressure command value of the second clutch CE ₂ PCD, the motor torque command value yt
m and the engine torque command value yte are controlled. That is, in step SA9, the motor torque command value yt
The basic motor torque request value btm (mde) [N · m] determined from the vehicle state is set as m [N · m], and the step SA
10, the motor current is controlled in accordance with the motor torque command value ytm, so that the motor generator 1
4 is torque controlled.

Next, at step SA11, it is determined whether or not the condition for starting the calculation of the target number of revolutions of motor generator 14 is satisfied. This judgment is made as to whether the motor rotation speed N _M [rpm] has become smaller than (input shaft rotation speed N _I -N ₂ ) [rpm], or whether the motor rotation speed [rpm] is (input shaft rotation speed N _I +
N ₂ ) [rpm] or greater than step SA
8 is determined that the opening command of the second clutch CE ₂ is outputted KTCDOF2 [msec] after is performed by determining whether or not elapsed. In addition, KTCDOF2 [msec]
Is a predetermined constant value.

If this determination is denied, step S
Steps A9 to SA11 are repeatedly executed. If this determination is affirmed, step SA12 is executed. In step SA12, the value tccdofm [msec] of the timer counter that is cleared when the determination in step SA11 is affirmed and is counted up every 8 msec is equal to the predetermined time mt.
Until cdofm [msec] or more, the motor rotation speed command value ynm [rpm] is calculated according to the following equation (5). Then, tccdofm [msec] is a predetermined time mtcdofm [m
sec] or more, the motor rotation speed command value ynm [r
pm], a basic motor rotation speed required value bnm [rpm] is set. The basic motor rotation speed required value bnm is determined according to the calculation method when the second clutch CE ₂ is OFF (modes 5 and 7), the accelerator operation amount θ _AC , the engine rotation speed N _E , the engine torque T _E , and the speed of the planetary gear unit 16. It is calculated based on the gear ratio ρ and the like. Next, in step SA13, the motor generator 1 is controlled in accordance with the motor rotation speed command value ynm.
4 is executed. In addition, the predetermined time m
tcdfm [msec] is a value obtained by linearly interpolating a predetermined constant map using the accelerator operation amount θ _AC as a parameter. ynm = bnm + (N _I −bnm) × {(mtcdfm−tccdofm)} mtcdfm} [rpm] (5)

Next, at step SA14, it is determined whether or not the control end condition is satisfied. This determination is made, for example, by determining whether the following expressions (6), (7), and (8) are simultaneously satisfied, or whether the shift lever 42 has been operated to the N range or the P range. If this determination is denied, steps SA12 to SA14 are repeatedly executed. If this determination is affirmed, this routine is terminated. Note that PCDOFE [kg / cm ² ] in the following equation (7) is a predetermined constant value. bnm−N ₄ ≦ N _M ≦ bnm + N ₄ (6) pCd ≦ PCDOFE (7) tccdfm ≧ mtcdfm (8)

[0095] Incidentally, FIG. 10, a second hydraulic pressure command value of the clutch CE ₂ based on the time chart of FIG. 11 pCd [kg / cm
² ] First, step SA
From 8 is determined that the opening command of the second clutch CE ₂ is outputted to a predetermined time KTCDOF1 [msec] has elapsed, the hydraulic pressure command value pCd [kg / cm ^2] is a predetermined value pcdof1
Set to [kg / cm ² ]. In addition, the predetermined time KTCDOF1 [m
sec] is a predetermined constant value, and a predetermined value pcdof
1 [kg / cm ² ] is a value obtained by linearly interpolating a predetermined constant map using the engine torque estimated value ste [N · m] as a parameter. The engine torque estimated value ste case, may be used the engine torque T _E obtained from a throttle valve opening and the fuel injection quantity.

[0096] Next, a comparison with a predetermined time KTCDOF1 from [msec] has elapsed and the input shaft rotational speed and the motor rotational speed N _M for each control cycle until the second sweep start condition is satisfied N _I, Motor rotation speed N _M is (input shaft rotation speed N _I +5
0) If it is not more than [rpm], the hydraulic pressure command value pCd [kg / cm ² ] is determined according to the following equation (9). On the other hand, the hydraulic pressure command value when the motor rotational speed N _M is (input shaft speed N _I +50) greater than [rpm] pCd [kg / cm 2] is maintained at the value at the previous control cycle. Incidentally, a case where the second sweep start condition is satisfied, the second clutch CE ₂ open command outputted a predetermined from the determined point of time described above KTCDOF1 [msec] has elapsed at step SA8, and the motor rotation speed N _M is a predetermined constant value KNMCD
OF [rpm] or less and the following condition (10) is satisfied continuously for T ₂ [msec]. Before and after this, the slope of the sweep-down of the second clutch CE ₂ becomes a predetermined value dp.
Predetermined value dpcdof2 from cdof1 [(kg / cm ² ) / 8 msec]
It can be switched to [(kg / cm ² ) / 8msec]. Note that the predetermined value dpc
dof1 [(kg / cm ² ) / 8 msec] and predetermined value dpcdof2
[(kg / cm ² ) / 8 msec] is a value obtained by linearly interpolating a predetermined constant map with the accelerator operation amount θ _AC (%) as a parameter. pCd (i) = pCd (i−1) −dpcdof1 (9) ynm−N ₃ ≦ N _M ≦ ynm + N ₃ (10)

Next, after the second sweep start condition is satisfied, the hydraulic pressure command value pCd (kg / cm ² ) is changed to the predetermined value PCDOFE.
Until (kg / cm ² ) or less, the hydraulic pressure command value pCd is determined according to the following equation (11). pCd (i) = pCd (i-1) −dpcdof2 (kg / cm ² ) (11)

Next, the hydraulic pressure command value pCd is set to the predetermined value PCDO.
After the pressure becomes equal to or less than FE (kg / cm ² ), the hydraulic pressure command value pCd (kg / cm ² ) becomes the predetermined value PCDOFE (kg / cm ² ) until it is determined in step SA14 that the control end condition is satisfied. It remains set.

[0099] Figure 10, the previously described changes in engine torque command value yte [N · m] based on the time chart of FIG. 11, it is determined that the opening command of the second clutch CE ₂ is output in step SA8 After that, the engine torque command value yte [N · m] is set when the mode 5 or 7 is selected in the operation mode determination subroutine shown in FIG. 5, that is, when the second clutch CE ₂ is OFF. It is set according to the method of calculating the value.

As described above, according to the present embodiment, the second clutch CE ₂ that connects the sun gear 16s of the planetary gear set 16 and the carrier 16c to rotate the planetary gear set 16 integrally.
Are engaged (ON), steps SA5-S
A6, motor generator 1 in SA9 to SA10
Since the torque of the vehicle 4 is controlled, the driving force obtained for the accelerator operation indicating the output required by the driver is always kept constant irrespective of the external load, and the driving operability of the vehicle is not impaired. When the second clutch CE ₂ engagement transition, when the second clutch CE ₂ engagement other than the opening transients, that is equally good operating condition even if the mode 1,3,4,6,9 obtained.

Further, according to the present embodiment, the planetary gear device 1
To rotate integrally 6 a planetary gear set 16 by connecting the sun gear 16s and the carrier 16c of when the second clutch CE ₂ is open (OFF), the step SA12~SA
Since the rotation speed of the motor generator 14 is controlled in 13, the engine rotation speed is set to a predetermined rotation speed such as the maximum fuel efficiency, irrespective of the variation of the engine torque with respect to the accelerator operation due to the individual difference of the vehicle or the change over time. Be able to control.

Further, according to the present embodiment, the planetary gear device 1
Connecting the sun gear 16s and the carrier 16c of 6 to integrally rotate the planetary gear device 16 when the second clutch CE ₂ is in a predetermined slip state, step SA2~SA
3. Motor generator 1 in SA12 to SA13
Since the engine speed of the engine 4 is controlled, it is possible to control the engine speed to a predetermined speed such as maximum fuel efficiency regardless of variations in engine torque due to accelerator operation due to individual differences of the vehicle or changes over time. Become. Second clutch C
During the opening of the E _2, i.e. in the case of mode 5 and 7, since the motor-generator 14 is controlled rotational speed, the same effect without impairing the like driving operation resistance.

Next, another embodiment of the present invention will be described in detail with reference to the drawings. FIG. 12 is a skeleton view of the hybrid drive device 130 according to one embodiment of the present invention. Note that portions having the same configuration as those of the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In FIG. 12, the hybrid drive 1
Reference numeral 30 denotes an FF vehicle, that is, a transversely disposed one arranged substantially in parallel to the width direction of the vehicle, and an engine 132 such as an internal combustion engine that operates by burning fuel, a motor generator 134, and a single pinion type planetary gear device. 136. Motor generator 134 is connected to power storage device 184 via M / G controller 182. The planetary gear device 136 is a combined distribution mechanism that mechanically combines and distributes forces, and includes a ring gear 1 as a first rotating element that is connected to the engine 132 via a first clutch 138.
36r and the rotor shaft 178 of the motor generator 134.
Gear 136s as a second rotating element connected to
And a carrier 136c as a third rotating element integrally provided with a sprocket 140 as an output member. The sun gear 136s and the carrier 136c are connected by a second clutch 142. Further, a hydraulic brake 143 for fixing the ring gear 136r of the planetary gear device 136 to the cover member 141 so as not to rotate is provided. The output of the engine 132 is transmitted to the first clutch 138 via a flywheel 144 for suppressing rotation fluctuation and torque fluctuation and a damper device 146 formed of an elastic member such as a spring or rubber. Each of the first clutch 138 and the second clutch 142 is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The sprocket 140 is used for the automatic transmission 1
It is connected via a chain 152 to a driven sprocket 150, which is an input member for 48. Automatic transmission 14
Reference numeral 8 denotes a parallel two-shaft transmission, which has a driven sprocket 150
Parallel to the first axis (input axis) 154 provided with
56, having four gear pairs for meshing with each other for forward movement, which are hydraulic clutches 158, 160 frictionally engaged by a hydraulic actuator and meshing clutches 162, 164 switched by a hydraulic actuator. Are respectively controlled to be engaged and disengaged, thereby establishing a neutral position for interrupting power transmission and a fourth forward speed. An output gear 168 is provided on the second shaft 156, and a bevel gear type differential 170
The power is distributed to the left and right drive wheels (front wheels) via a pair of output shafts 174 and 176. Note that the lower half of the second shaft 156 in FIG. 12 is substantially symmetrical to the upper side, and thus is omitted except for the output gear 168.

The hybrid drive device 130 includes a hybrid control controller 180. For example, FIG.
According to the flowchart shown in FIG. 3, one of the ten operation modes shown in FIG. 14 is selected, and the engine 132 and the motor generator 134 are operated in the selected mode. The clutches 138 and 142 and the brake 1
The switch 43 is engaged / disengaged by controlling the hydraulic circuit 186 by the hybrid control controller 180 or performing hydraulic control, and the transient hydraulic pressure is controlled as needed. In addition, the automatic transmission 148
For, the shift speed is controlled by an automatic shift control controller (not shown) or the like.

In FIG. 13, steps S1 to S19 are executed in the same manner as in the flowchart of FIG. In step S20, it is determined whether or not a reverse travel is requested. This determination is made based on, for example, whether the shift lever 42 has been operated to the R (reverse) range.

If this determination is affirmative, step S
In mode 21, mode 10 is selected. In this mode 10, the first clutch 138 is released (OF) as shown in FIG.
F), the second clutch 142 is released (OFF), the brake 143 is engaged (ON), the engine 132 is stopped, and the motor generator 134 is rotated in the reverse direction to run backward. Since the engine 132 is stopped, in the mode 10, the first clutch 138 can be engaged (ON).

In this embodiment, since the automatic transmission 148 has no reverse gear, when the vehicle travels backward, it depends solely on the motor generator 134.
36c is (1 + ρ) / ρ times the torque of the motor generator 134, and if ρ ≒ 0.5, about 3
Since about twice the torque amplifying action is obtained, the reverse start / reverse traveling can be favorably performed even on an uphill road by using only the motor generator 134. In addition, even when the vehicle is moving forward, by selecting the mode 10, it is possible to perform high-torque starting or high-torque running using only the motor generator 134 as a power source.

Next, the characteristic feature of the present embodiment to which the present invention is applied, that is, the second clutch 14
A control operation for appropriately controlling motor generator 134 according to the vehicle state in a hybrid vehicle having second and brake 143 will be described with reference to the flowchart of FIG. Steps SB1 and S in FIG.
B2 corresponds to the motor control selection means, steps SB3 to SB4 correspond to the rotation speed control means, and steps SB5 to SB6 correspond to the torque control means, respectively executed by the hybrid control controller 180. Is done.

In FIG. 15, in step SB1, the second
It is determined whether clutch 142 is engaged (ON). This determination is made, for example, in modes 1, 2, 3, 4, 6, 8, and 9 in the operation mode determination subroutine of FIG.
Is determined by determining whether or not is selected.

If this determination is denied, step S
At B2, it is determined whether the brake 143 is engaged (ON) and the ring gear 136r is fixed.
This determination is made, for example, by determining whether mode 10 is selected in the operation mode determination subroutine of FIG.

If this determination is denied, step S
B3~SB4 command value ynm the motor rotational speed N _M is calculated according to the basic motor speed required value bnm, the target rotational speed follow-up control of the motor generator 14 is performed.

On the other hand, in step SB1 or SB2,
If the determination is affirmative, steps SB5 to SB6 are executed.
The current operation mode and accelerator operation
Quantity θ _ACMotor torque T according to vehicle conditions such as_MDirective
The value ytm is calculated and the torque of the motor generator 14 is calculated.
Control is performed.

As described above, according to the present embodiment, when the brake 143 or the second clutch 142 is engaged (ON), the torque of the motor generator 14 is controlled in steps SB5 to SB6. The driving force obtained for the accelerator operation indicating the required output is always kept constant regardless of the external load, and the driving operability of the vehicle is not impaired.

Further, according to the present embodiment, the brake 143
When both the second clutch 142 and the second clutch 142 are disengaged (OFF), the rotational speed of the motor generator 14 is controlled in steps SB3 to SB4. Irrespective of the variation, the engine speed can be controlled to a predetermined speed such as the maximum fuel efficiency.

In this embodiment, it is desirable to control the motor in accordance with the flowchart of FIG.

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

For example, in the embodiment of FIG.
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 16, the automatic transmission 60 including only the main transmission 22 without the sub-transmission 20 is used. It is also possible to adopt the configuration shown in FIG. 17 and perform the speed change control at four forward speeds and one reverse speed.

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

[Brief description of the drawings]

FIG. 1 is a skeleton view illustrating a configuration of a hybrid drive device 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 a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 5 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 6 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 7 is a flowchart illustrating a characteristic portion of an embodiment to which the present invention is applied.

FIG. 8 is a flowchart showing step SA in the flowchart of FIG. 7;
It is a diagram illustrating an example of a time chart of the second clutch CE ₂ engagement transition control executed by 1～SA7.

FIG. 9 is a flowchart showing step SA in the flowchart of FIG. 7;
It is a diagram showing another example of a time chart of the second clutch CE ₂ engagement transition control executed by 1～SA7.

FIG. 10 is a flowchart showing step S in the flowchart of FIG. 7;
It is a diagram illustrating an example of a time chart of the second clutch CE ₂ opening transient control that is executed by A8～SA14.

FIG. 11 is a flowchart showing step S in the flowchart of FIG. 7;
It is a diagram showing another example of a time chart of the second clutch CE ₂ opening transient control that is executed by A8～SA14.

FIG. 12 is a skeleton view illustrating the configuration of a hybrid drive device including a drive control device according to another embodiment of the present invention.

FIG. 13 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 12;

FIG. 14 shows each mode 1 in the flowchart of FIG.
It is a figure explaining the operation state of No.-10.

FIG. 15 is a flowchart illustrating a characteristic portion of another embodiment to which the present invention is applied.

FIG. 16 is a skeleton view illustrating a configuration of a hybrid drive device including an automatic transmission different from the hybrid drive device of FIG. 1;

17 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, 132: engine 14, 134: motor generator (electric motor) 16, 136: planetary gear device (combined distribution mechanism) 16r, 136r: ring gear (first rotating element) 16s, 136s: sun gear (second rotating element) 16c , 136c: carrier (third rotating element) 50,180: hybrid control controller 142: second clutch (rotating element restraining means) 143: brake (rotating element restraining means) CE _2: second clutch (rotating element restraining means) Steps SA1, SA4, SA8, SA11, SB1,
SB2: Motor control selecting means Steps SA2 to SA3, SA12 to SA13, SB3
To SB4: rotation speed control means Steps SA5 to SA6, SA9 to SA10, SB5
SB6: torque control means

Claims (4)

[Claims] 1. An engine that operates by burning fuel and an electric motor that operates by electric energy are provided as a power source for driving a vehicle, and a first rotary element connected to the engine and a motor are connected to the electric motor. A second rotating element, and a third rotating element coupled to the output member, for mechanically synthesizing and distributing force therebetween, and restraining the rotating element of the synthetic distributing mechanism. A drive control device for a hybrid vehicle, comprising: a torque control unit configured to control a torque of the electric motor; a rotation speed control unit configured to control a rotation speed of the electric motor; A drive control system for a hybrid vehicle, comprising: a motor control selection unit that selectively uses the torque control unit and the rotation speed control unit according to an operation state. Apparatus. 2. The motor control selecting means according to claim 1, wherein said motor control selecting means selects said torque control means when said rotary element of said composite distribution mechanism is restrained by said rotary element restraining means. Drive control device for a hybrid vehicle. 3. The motor control selecting means according to claim 1, wherein said motor control selecting means selects said rotational speed control means when said rotating element of said combining / distributing mechanism is not restrained by said rotating element restraining means. A drive control device for a hybrid vehicle. 4. The hybrid according to claim 1, wherein said motor control selection means selects said rotation speed control means when said rotation element restraining means is in a predetermined slip state. Vehicle drive control device.