JPH1018878A - Driving control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of disorder feeling at the time of brake by prohibiting switching of regenerative control and engine braking during regenerative control by regenerative control means, or during engine braking by engine braking means. SOLUTION: During operation of a vehicle, in a controller 50, it is judged whether it is during control or not, switching of an operating mode by an operating mode judging sub-routine is prohibited until a regenerative control mode (a mode 6) or an engine brake mode (a mode 8) is completed in the case of 'YES'. It is judged whether the mode 6 is selected or not, the range of a shifting position which can be selected presently is found out on the basis of the operating range of a shift lever 42 detected by a shift position sensor 46. Motor speed per the shift position is calculated from a car speed and a change gear rate, and also engine control force per a shifting position is calculated assuming that an engine 12 is selected as control power source, and a motor torque (regenerative control torque) is found out.

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 a technique for preventing a feeling of strangeness during braking.

[0002]

[Prior art]

(a) A hybrid vehicle that includes an engine that operates by burning fuel and a motor generator as power sources for driving the vehicle is described in, for example, JP-A-7-67208. Japanese Patent Application No. Hei 7-294148 proposes a hybrid vehicle that travels in a plurality of operation modes in which the operation state of a power source is different, which is an unknown technique. In such a hybrid vehicle,
As the plurality of operation modes, a regenerative braking mode in which a motor generator is driven to rotate by kinetic energy of the vehicle to apply a braking force to the vehicle in accordance with generated power,
There has been proposed an engine brake mode in which the engine is rotationally driven by the kinetic energy of the vehicle to apply a braking force to the vehicle by rotational resistance of the engine such as rubbing rotation.

[0003] In the above hybrid vehicle, the regenerative braking mode and the engine braking mode are switched based on the amount of power stored in the power storage device in order to prevent a reduction in charging and discharging efficiency due to, for example, overcharging of the power storage device. It has become. In other words, when the charged amount of the power storage device is equal to or less than a predetermined value that does not cause overcharging, the regenerative braking mode is executed to charge the power storage device, but when the charged amount of the power storage device is equal to or more than the predetermined value. The engine brake mode is executed to avoid overcharging.

[0004]

However, in such a hybrid vehicle, switching between the regenerative braking mode and the engine braking mode is performed based on the amount of power stored in the power storage device. When the charged amount changes, the braking mode may be switched to the other braking mode before the braking in the other braking mode is completed. At that time, the braking force source in each braking mode and the operation of the clutch for switching the braking force source are performed. In some cases, the braking force changed due to a difference in state or the like, causing a sense of incongruity.
A similar problem arises when regenerative braking and engine braking can be selectively used under conditions other than the amount of stored power, such as the required braking force.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances. It is an object of the present invention to provide a motor generator that is driven to rotate by the kinetic energy of a vehicle so that the vehicle can respond to the generated power. In a hybrid vehicle having regenerative braking means for applying a braking force and engine braking means for applying a braking force to the vehicle by rotational resistance of the engine when the engine is rotationally driven by the kinetic energy of the vehicle, uncomfortable feeling at the time of braking is provided. It is to prevent the occurrence of.

[0006]

In order to achieve the above object, the present invention provides (a) an engine that operates by burning fuel and a motor generator as a power source for running the vehicle. b) When the motor generator is rotationally driven by the kinetic energy of the vehicle, regenerative braking means for applying a braking force according to the generated power to the vehicle and the engine is rotationally driven by the kinetic energy of the vehicle And (c) a drive control device for a hybrid vehicle in which the regenerative braking means and the engine braking means are automatically used under predetermined conditions. (D) during regenerative braking by the regenerative braking means or during engine braking by the engine braking means, And a brake switching prohibiting means for prohibiting switching between the engine and the engine brake.

[0007]

According to the present invention, switching between regenerative braking and engine braking is prohibited during regenerative braking by the regenerative braking means or during engine braking by the engine braking means. In addition, the operating state of the clutch and the like are not changed, so that it is possible to prevent the braking force from changing halfway and causing an uncomfortable feeling.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, a combination of a planetary gear device, and the like.
The present invention can be applied to various types of hybrid vehicles such as a mixed type in which outputs of an engine and a motor generator are combined and distributed by a distribution mechanism.

[0009] Preferably, in addition to the constituent elements of the present invention, (e) an automatic transmission capable of changing a gear ratio is provided between the power source and the drive wheels; The engine brake means changes a speed ratio of the automatic transmission, and applies a braking force according to the speed ratio by rotating the engine with kinetic energy of the vehicle.
(g) The regenerative braking means controls the power generation of the motor generator so that a braking force substantially equal to the braking force obtained by the shift control by the engine braking means is obtained. With this configuration, when the same gear position is selected, the braking force is not different between the regenerative braking and the engine brake, so that a sense of incongruity during braking is prevented.

When the automatic transmission is a continuously variable transmission, the braking force of the engine braking means is set to various values which change linearly, so that the braking force of the regenerative braking means is also reduced. Similarly, various values that change linearly are set. Therefore, in such a case, a more optimal braking force according to the running state of the vehicle can be obtained, and the sense of discomfort during braking is further reduced.

In order to linearly set the braking force of the motor generator even in a stepped automatic transmission, a lock-up clutch (provided between the engine and the driving wheels) is provided for each speed step by engine braking means. The clutch that transmits and disconnects the power is slipped as appropriate, and control is performed so that an engine brake substantially matching regenerative braking is generated. In this way, the sense of discomfort during braking is further reduced. The same effect can be obtained even if the throttle opening of the throttle valve is appropriately adjusted for each shift speed by the engine braking means, and control is performed so as to generate an engine brake substantially matching regenerative braking.

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

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

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force, and 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
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0015] 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 a subtransmission 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 engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You. The main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38, and hydraulic actuator
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And a one-way club
Switch F₁ , F_Two It is comprised including.

The hydraulic circuit 40 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 40 is mechanically switched by a manual shift valve connected to the shift lever 42, so that the clutches C ₀ , C
₁ , C ₂ and brakes B ₀ , B ₁ , B ₂ , B ₃ , B ₄ are respectively engaged and disengaged, and as shown in FIG. 3, the neutral (N) and the five forward steps (1st to 5th) ), And each of the first reverse speeds (Rev) is established.

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

In the clutch, brake, and one-way clutch columns of FIG. 3, "○" indicates engagement, and "●" indicates that the shift lever 42 is in the engine brake range, such as the "3", "2", and "L" ranges. If the engine is operated to the low speed range, or engages in the predetermined engine braking mode and regenerative braking mode,
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. Shifts between the first to fifth th of the forward gear and engagement control in the engine brake mode and the regenerative braking mode are electrically performed by the solenoid valves SL1 to SL4.

The gear ratio of the forward gear is from 1st to 5
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

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

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
In order to smoothly perform this shift, a circuit shown in FIG. 5 is incorporated in the hydraulic circuit 40 described above.

In FIG. 5, reference numeral 70 denotes a 1-2 shift valve, and reference numeral 71 denotes a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. The numbers indicate the respective gears.

The third brake B ₃ is connected to an oil passage 7 through a brake port 74 communicating with the input port 73 at the first shift speed and the second shift speed among the ports of the 2-3 shift valve 71.
5 are connected. This oil passage has an orifice 7
6 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3.
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 B3 control a valve, the engagement pressure P _B3 of the third brake B ₃ The B3
It is directly controlled by the control valve 78. That is, the B-3 control valve 7
8 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween. An oil passage 75 is connected to an input port 82 opened and closed by the spool 79, and the input port 82 is selectively connected to the oil path 75. output port 83 which is communicated with is connected to the third brake B _3.
Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

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

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

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

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

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

[0033] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0034] 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圧速degree from the second brake B _2, the port 107 formed in an intermediate portion to be opened and closed by the spool 106 and the second brake B _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

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

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

In FIG. 5, reference numeral 121 denotes the second
Indicates an accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Therefore, the transient hydraulic pressure P _B2 for engaging / disengaging the second brake B ₂ changes at a higher pressure as the signal pressure of the linear solenoid valve SLN is lower. Other clutches C ₁ , C ₂ for shifting
Accumulator is provided in such and brake B _0, the accumulator control pressure by being allowed to act, so that the transient hydraulic pressure in the gear shifting is controlled in accordance with the torque T _I of the input shaft 26.

Further, reference numeral 122 denotes a C-0 exhaust valve, and further reference numeral 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 1
22 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

Therefore, according to the hydraulic circuit 40 described above, if the port 111 of the B-3 control valve 78 is in communication with the drain, the engagement pressure P of the third brake B _3
B3 can be directly regulated by the B-3 control valve 78, and the pressure regulation level can be changed by the linear solenoid valve SLU.

The orifice control valve 10
5 of the spool 106, if the position shown in the left half of the figure, the second brake B ₂ allows ejection pressure through the orifice control valve 105, thus second
It is possible to control the drain rate from the brake B _2.

Further, the change from the second gear to the third gear is performed.
Speed is the third brake B_ThreeAnd release the second
Brake B_TwoSo-called clutch tsukura that gently engages
In this case, the input gear is input to the input shaft 26.
Shaft torque T_IBased on the linear solenoid valve SLU
Brake B driven by_ThreeRelease transient hydraulic pressure P _B3
Control to reduce gear shift shocks appropriately.
Can be. Input shaft torque T_IOil pressure P based on_B3Control
Must be performed in real time with feedback control, etc.
Input shaft torque T at the start of shifting_IOnly based
It may be performed by doing.

As shown in FIG. 2, the hybrid drive device 10 includes a controller 50 for hybrid control and a controller 52 for automatic transmission control. 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 θ _AC , an input shaft rotation speed (a rotation speed of the input shaft 26).
N _I , vehicle speed V (output shaft speed (speed of output shaft 19) N
_O ), engine torque T _E , motor torque T _M ,
Engine speed N _E , motor speed N _M , power storage device 58
And various information such as the amount of stored power SOC, the ON / OFF of the brake, and the operation range of the shift lever 42,
Signal processing is performed according to a preset program.

[0046] 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.

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. 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 the 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 by the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
The excitation state of N is controlled, and the hydraulic circuit 40 is switched or the hydraulic control is performed, so that the shift speed is switched according to predetermined shift conditions. The shifting conditions are
For example, it is set by a shift map or the like using the running state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

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. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 7, in step S1, it is determined whether or not an engine start request has been issued, for example, in order 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 clear from FIG 8 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.

[0054] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

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

On the other hand, if the determination in step S1 is denied, that is, if there is no request for starting the engine, step S3 is executed to determine whether there is a request for a braking force and whether the brake is ON. Judge by.

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 (engine brake mode) is selected in step S5, and SOC < If B, mode 6 (regenerative braking mode) 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. In this embodiment, mode 6 corresponds to the regenerative braking means, and mode 8 corresponds to the engine braking means.

Mode 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 8 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 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.

[0059] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (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 performed 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 performed, and it is determined whether or not the start of the engine is requested, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

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

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 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.

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

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

Mode 7 selected in step S10 includes:
As can be appreciated the first clutch CE ₁ engages from FIG 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request for starting the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (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 take out electric energy from power storage device 58 when the vehicle runs with 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.

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

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

This mode 1 is executed when the required output Pd is in the 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 greater 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.

Mode 3 selected in step S14 is
As is apparent from FIG. 8, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

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

The second determination value P2 is a boundary value between a medium 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 a power source. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

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

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

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

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

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

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

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

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

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

Next, a characteristic portion of the present embodiment to which the present invention is applied, that is, a control operation for preventing occurrence of a sense of discomfort during braking will be described with reference to a flowchart of FIG. In the present embodiment, step SA2 corresponds to the brake switching prohibition means and is executed by the hybrid control controller 50.

In FIG. 9, in step SA1, it is determined whether or not braking is currently being performed, based on the ON / OFF state of the brake switch 44 (see FIG. 2). If this determination is affirmed, switching of the operation mode by the operation mode determination subroutine of FIG. 7 is prohibited until the regenerative braking mode (mode 6) or the engine brake mode (mode 8) is completed in step SA2. In this embodiment, when the brake is turned on, step S in FIG.
4 and below are executed, and mode 6 or 8 is selected.
Other execution conditions such as accelerator OFF may be set.

Next, at step SA3, it is determined whether or not the mode 6 is selected based on the operation mode determination subroutine of FIG. When this judgment is affirmed, step SA4 is subsequently executed.

In step SA4, first, the range of the currently selectable gear position is obtained based on the operation range of the shift lever 42 detected from the shift position sensor 46 (see FIG. 2). Then, the motor rotational speed N _M of each gear position is calculated from the vehicle speed V and the gear ratio. Next, assuming that the engine 12 is selected as the braking force source, based on the vehicle speed V and the shift speed, the engine braking force B for each shift speed is determined from FIG.
_E is calculated. Subsequently, the engine braking force B at each shift speed
A motor torque (regenerative braking torque) T _M having a braking force substantially equal to _E is calculated for each shift speed from a predetermined arithmetic expression, a map, or the like. Then, the motor rotation speed N _M
And based on the motor torque T _M, obtained for each motor efficiency eta _k is shift stage in FIG. 11, finally, is stored as the shift stage gear position having the highest motor efficiency eta _b is then selected.

Next, at step SA5, the motor efficiency η _r for the current gear position is obtained from FIG. 11 in the same manner as at step SA4. The current motor torque T _M is determined by the engine braking force B according to the vehicle speed V and the shift speed.
Control is performed so that substantially the same braking force as _E is obtained. Subsequently, in step SA6, the difference between the highest motor efficiency eta _b and the current of the motor efficiency eta _r described above whether a predetermined value or more eta _A is determined. The predetermined value η _A is set to a relatively small value with little difference in motor efficiency.

If the determination at step SA6 is affirmative, at step SA7, the automatic shift control controller 52 is instructed to shift to the next shift speed determined at step SA4. Is negative, there is a greater disadvantage that a shift or a feeling of a busy shift occurs due to the shift than to an improvement in the motor efficiency η _k. Therefore, the current shift is not performed in step SA8 without issuing a shift instruction. The step is retained.

Next, at step SA9, it is determined whether or not the current gear is the third gear. This determination is made by determining whether or not the ratio of the input shaft speed N _I to the output shaft speed N _O is substantially equal to the speed ratio i ₃ of the third speed. If this determination is affirmed, in step SA10, the solenoid valves SL1 to SL4 are excited,
Brake B ₁ as a coast brake is engaged by the non-excitation is switched is set to the state braking force by engine braking and regenerative braking in third gear is obtained. In this embodiment, the coast brake is engaged only at the third speed, but the coast clutch C ₀ is applied at the second speed and the coast brake B ₄ is applied at the first speed. It is desirable to be configured to be engaged.

As described above, according to this embodiment, during regenerative braking in the regenerative braking mode (mode 6) or during engine braking in the engine braking mode (mode 8), switching between regenerative braking and engine braking is prohibited. because, prevents the operating state of the braking force source and the first clutch CE ₁ is changed during braking, discomfort braking force is changed halfway is prevented from occurring.

According to the present embodiment, the motor generator 14 is controlled so as to generate a motor torque T _M having a braking force substantially equal to the engine braking torque _BE calculated in advance for each shift speed. Since the braking force does not differ between the regenerative braking and the engine brake, it is possible to prevent a feeling of strangeness during braking.

Next, the specific control of the modes 6 and 8 will be described with reference to the flowchart of FIG.

In FIG. 12, in step SB1, it is determined whether or not there is a braking request based on ON / OFF of the brake switch 44 (see FIG. 2). If this determination is affirmative, in step SB2, power storage device 58
It is determined whether or not the state of charge SOC is equal to or higher than the level α close to full charge.

If the determination in step SB2 is affirmative, regenerative braking cannot be performed, so that step S2 is executed.
In B4, the mode 8 is selected and the engine braking force is applied. On the other hand, if this determination is denied, it is determined in step SB3 whether or not the state of charge SOC is equal to or greater than the maximum state of charge B.

If the determination in step SB3 is affirmative, step SB4 is executed, but if this determination is denied, in step SB5 the mode 6
Is selected to apply the regenerative braking force.

Here, when the motor torque T _M during regenerative braking is set to be linear (linear) with priority given to regenerative efficiency, as shown in FIG. The up-clutch (the clutch that is provided between the engine and the drive wheels to transmit and cut off the power) can be slipped as appropriate or the throttle valve opening can be adjusted as appropriate to achieve the engine braking force that matches the regenerative braking force as much as possible. It is desirable to control it to operate.

FIG. 12 shows the execution start conditions of the mode 6 and the mode 8. When the mode 6 or the mode 8 is once selected according to this flowchart, until the predetermined braking control stop condition such as the cancellation of the braking request is satisfied. The same mode is continued.

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

For example, in the above embodiment, the backward 1
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 14, the automatic transmission 60 comprising only the main transmission 22 without the sub-transmission 20 is used. It is also possible to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

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

[Brief description of the drawings]

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

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

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

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 2;

FIG. 5 is a diagram showing a part of a hydraulic circuit of the automatic transmission of FIG. 1;

FIG. 6 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 7 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 8 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 9 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

10 is a map exemplifying a relationship between a vehicle speed V used for the control operation of FIG. 9, a selected shift speed, and an engine braking force _BE .

11 is a diagram illustrating a motor rotation speed N used for the control operation of FIG. 9;
Is a map illustrating the relationship between _M and the motor torque T _M and the motor efficiency eta _k.

FIG. 12 is a flowchart illustrating another example of control at the time of a braking request.

FIG. 13 is a diagram illustrating a case in which the engine braking force is adjusted to match the regenerative braking force as much as possible in the embodiment of FIG.

FIG. 14 is a skeleton view for explaining a configuration of a hybrid drive device different from the embodiment of FIG. 1;

15 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 Step S5: engine braking means Step S6: regenerative braking means Step SA2: braking switching prohibiting means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60L 11/14 B60K 9/00 Z F16H 61/00 (72) Inventor Yuji Hata Toyota, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (1)

[Claims] 1. An engine that operates by burning fuel and a motor generator are provided as power sources for running the vehicle, and the motor generator is rotated by kinetic energy of the vehicle to generate electric power in the vehicle. Regenerative braking means for applying a braking force according to the force, and engine braking means for applying a braking force to the vehicle by the rotational resistance of the engine by rotating the engine with kinetic energy of the vehicle. A drive control device for a hybrid vehicle in which the regenerative braking means and the engine braking means are automatically used properly under predetermined conditions; Brake off to prohibit switching between the regenerative braking and the engine brake A drive control device for a hybrid vehicle, comprising: a switching prohibition unit.