JPH10205365A - Drive controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent stiffness from being felt caused by fuel cut in reacceleration as well as to improve fuel consumption efficiency by fuel cut, in a hybrid vehicle provided with an engine and an electric motor as power sources for vehicle traveling and to travel by selectively using the engine and the electric motor according to the operating conditions. SOLUTION: When it is judged that a vehicle is in the deceleration traveling state in steps SA1 to SA3, fuel supply in relation to an engine is stopped in a step SA4. Whether the vehicle is in the driving state in which it travels by taking an electric motor as a power source or not is judged in a step SA8. If YES, a first clutch CE1 is released in a step SA10 to release the engine from a driving system, while, if NO, namely, if the vehicle is in the driving range in which it travels by taking only the engine as a power source, the engine is forcibly rotated according to the vehicle traveling state by maintaining the engaging state of the first clutch CE1 .

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 during deceleration driving.

[0002]

2. Description of the Related Art In an ordinary engine vehicle that runs using an engine that operates by burning fuel as a power source,
A fuel cut technology for stopping fuel supply to an engine at a predetermined vehicle speed or more when there is no risk of engine stall at the time of deceleration running with a throttle valve being substantially fully closed is disclosed in, for example,
No. 187,565. According to such a technique, fuel is not supplied to the engine during deceleration running that does not require engine torque, so that fuel efficiency is improved.

[0003]

On the other hand, a hybrid vehicle which includes an engine and an electric motor as power sources for driving the vehicle and travels by using the engine and the electric motor selectively according to the driving conditions is, for example, a special vehicle. Kaihei 7
As described in JP-A-67208, etc., in such a hybrid vehicle, fuel supply control technology for the engine during deceleration traveling has not yet been established.

In such a hybrid vehicle, it has been considered that the engine is disconnected from the drive system when the vehicle is driven by only the electric motor as a power source, thereby preventing power loss due to frictional rotation and pumping action of the engine. However, if the fuel supply to the engine is stopped during deceleration while the vehicle is running with the engine as the power source, and it is disconnected from the drive train and stopped, it takes time for the engine to start when re-accelerated, and the driver's intention However, a rapid increase in driving force cannot be obtained, and there is a possibility that a feeling of backlash may occur.

SUMMARY OF THE INVENTION 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. In a hybrid vehicle that runs in a plurality of operating modes with different operating states of the electric motor, fuel efficiency is improved by fuel cut technology that stops fuel supply to the engine, and the fuel cut causes a feeling of backlash during re-acceleration. Is to prevent

[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. A hybrid vehicle that travels in a plurality of operation modes in which the operation states of the engine and the electric motor are different depending on the operation conditions.
(b) fuel supply stopping means for stopping fuel supply to the engine during predetermined deceleration running.

[0007] In a second aspect based on the first aspect, (a) clutch means for disconnecting the engine from a drive system; and (b) when the fuel supply to the engine is stopped by the fuel supply stopping means. In an operation region in which the vehicle runs only with the engine as the power source, the engagement state of the clutch means is maintained.In an operation region in which the vehicle runs with the electric motor as the power source, the clutch means is released to disconnect the engine. It is characterized by having.

[0008]

According to the first aspect of the invention, the fuel supply to the engine is stopped by the fuel supply stopping means during the predetermined deceleration running that does not require the engine torque, so that the fuel efficiency is improved.

In the second aspect of the present invention, when the fuel supply to the engine is stopped by the fuel supply stopping means, the clutch state is maintained in an operating state in which the vehicle runs only by the engine as a power source, and the engagement state of the clutch means is maintained. Since the engine is rotated as the vehicle travels, the engine output is rapidly increased with fuel supply during re-acceleration, and the driver's intended driving force is quickly obtained, causing a feeling of sluggishness. There is no fear. In the driving range where the electric motor runs as a power source, the clutch means is released to disconnect the engine and stop its rotation.
At the time of re-acceleration, the driving force intended by the driver can be quickly obtained by increasing the output of the electric motor, so that there is no fear of generating a backlash. When the engine is disconnected, it becomes impossible to obtain engine braking force due to rubbing rotation and pumping action.However, if necessary, it can be supplemented by regenerative braking of an electric motor, etc. Is further improved.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS 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, and a combination of a planetary gear unit and the like, and an output of an engine and an electric motor by a distribution mechanism. , And an assist type using an electric motor as an auxiliary, and can be applied to various types of hybrid vehicles including an engine and an electric motor as power sources for running the vehicle. In the second invention, clutch means for disconnecting the engine is essential.

When the fuel supply stopping means stops the fuel supply to the engine during a predetermined deceleration running, it is determined whether or not the time during which the accelerator operation means such as an accelerator pedal is not operated has exceeded a predetermined time. Alternatively, it is determined by a deceleration running determination unit that determines whether the accelerator operation amount is substantially 0 and the rate of change of the vehicle speed is equal to or less than a predetermined value.

In the second aspect of the present invention, the driving range in which the vehicle runs using the electric motor as the power source is not limited to the motor running region in which the vehicle runs using only the electric motor as the power source. It may be a motor running area. In the case of the engine + motor traveling region, it is desirable to control the motor torque in anticipation of a delay in starting the engine during re-acceleration.

Operating areas such as the motor running area and the engine running area in which only the engine is used as a power source are controlled by operating conditions such as an accelerator operation amount and a vehicle speed so as to minimize the amount of exhaust gas and fuel consumption. Is set by a map, an arithmetic expression, or the like, using as a parameter. Further, it is desirable that the engine resonance region in which the drive system resonates due to the vibration of the engine and NVH (noise, vibration, rough riding comfort) deteriorates be a motor traveling region in which the vehicle travels using only the electric motor as a power source.

In the second invention, it is desirable to provide a braking force supplementing means for generating a braking force corresponding to an engine braking force by regenerative braking when the engine is separated by the engine separating means. Further, when the catalyst temperature is rotated to stop disconnect the engine when low, then since the generation of exhaust gas of the NO _X and CO, etc. when starting the engine is a concern, the engine disconnect when the catalyst temperature is lower than a predetermined value It is desirable to provide an engine disconnection restricting unit that inhibits disconnection of the engine by the unit.

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 set 16 mechanically combines and distributes forces.
And a power distribution together with the motor generator 14.
The pneumatic torque converter 24 comprises a ring gear 16
r is the first clutch CE₁ Connected to the engine 12 via
The sun gear 16 s is a rotor of the motor generator 14.
The carrier 16c is connected to the shaft 14r and the automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And the carrier 16c are connected to the second clutch CE._Two By ream
It is tied. 1st clutch CE ₁Is
It corresponds to clutch means for separating the engine 12 from the drive system.
You.

[0018] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. 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 stages and one reverse stage 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.

Then, the solenoid valve shown in FIG.
The hydraulic circuit 40 is activated by the excitation and non-excitation of the
Can be switched or connected to a shift lever (not shown).
The hydraulic circuit 40 is activated by the manual shift valve
The clutch C
₀ , C₁ , C_Two , Brake B₀ , B₁ , B_Two , B_Three , B
_Four Are controlled to be engaged and released, respectively, as shown in FIG.
Neutral (N) and forward 5 steps (1st-5t)
h), the first reverse speed (Rev) is established.
You.

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, “○” indicates engagement, and “●” indicates that the shift lever is in the engine brake range, such as the “3”, “2”, and “L” ranges. Engage when operated to low speed range,
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 a shift lever. The shifts between the first to fifth gears are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
As the value of th becomes smaller, the speed gradually decreases, and the speed ratio i ₄ = 1 at the _4th . FIG. 3 shows an example of the gear ratio of each gear.

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, the circuit shown in FIG. 4 is incorporated in the hydraulic circuit 40 described above.

In FIG. 4, 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.

A third brake B ₃ is connected to an oil passage 7 at a brake port 74 communicating with the input port 73 at the first and second shift speeds among the ports of the 2-3 shift valve 71.
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.

[0035] 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.

[0036] 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 pressure speed from the second brake B _2. The orifice control valve 105 has a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

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 an 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. 4, 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.

[0043] Further, reference numeral 122 denotes a C-0 exhaust valve, further numerals 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 communicates 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.

The hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52 as shown in FIG. Each of these controllers 50 and 52 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and receives an accelerator operation amount (operation amount of an accelerator operation means such as an accelerator pedal) θ _AC from an accelerator operation amount sensor 62, A signal indicating the ON / OFF state of the brake from 64 and a signal indicating the catalyst temperature T _S in the exhaust pipe are supplied from the catalyst temperature sensor 66, respectively, and the input shaft speed N _{I of} the automatic transmission 18,
The output shaft speed N _{O of the} automatic transmission 18 (corresponding to the vehicle speed V),
Engine torque T _E , motor torque T _M , engine speed N _E , motor speed N _M , power storage device 58 (see FIG. 5)
And reads various information such as the state of charge SOC and the operation range of the shift lever, and performs signal processing according to a preset program.

The engine torque _TE is obtained from the throttle valve opening, the fuel injection amount, and the like, and 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. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

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

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 apparent from FIG. 7 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.

[0056] 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, 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, the operation range of the shift lever is an engine brake range such as L or 2 (a range in which shift control is performed only at a low speed and the engine brake or regenerative braking is applied) and the accelerator operation amount θ
_The determination is made based on whether _AC is 0, or simply whether the accelerator operation amount θ _AC is 0, or the like.

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

Mode 8 selected in step S5
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), the motor generator 14 is in a no-load state, and the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12 and the pumping 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.

[0061] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As apparent from FIG. 7 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is 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
Is a first clutch CE ₁ As apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

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, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off 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 increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

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

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

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

On the other hand, if the determination in step S7 is negative, that is, if there is no request 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. Also,
The first determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source.
In consideration of the energy efficiency including the time of charging by the fuel cell 2, the exhaust gas amount and the fuel consumption amount are reduced as much as possible, and in the engine resonance region where the driving system resonates due to the vibration of the engine 12 and the NVH deteriorates, the motor generator 14 It is determined in advance by experiments or the like that the vehicle travels using only the power source.

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 a minimum power storage amount that is allowed to take out electric energy from power storage device 58 when traveling using motor generator 14 as a power source, and is, for example, 70% based on charge / discharge efficiency of power storage device 58 and the like. The value of degree is set.

[0074] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

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

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

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

The second determination value P2 is a boundary value between a 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, SOC ≧ A in step S18.
It is determined whether or not SOC is greater than or equal to A, and if SOC ≧ A, step S19
To select mode 4, and if SOC <A, then step S
At 17, mode 2 is selected.

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.

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

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

FIG. 9 is a mode switching map substantially equivalent to the switching conditions of the operation modes 1, 2, and 4, in which the accelerator operation amount θ _AC and the vehicle speed V are set as parameters, and the required output Pd , The mode may be switched according to the mode switching map. The mode 1 area corresponds to the motor running area, the mode 2 area corresponds to the engine running area, and the mode 4 area corresponds to the engine + motor running area.

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.

On the other hand, the hybrid control controller 50 performs signal processing in accordance with the flow chart of FIG. 8 prior to the mode switching control of FIG. 6 during predetermined deceleration running, and performs the fuel cut control of the engine 12 and the motor generator 14. regenerative control, the first clutch CE ₁ engaging performs release control. Steps SA1 to SA4 in FIG. 8 correspond to the fuel supply stopping means, and include steps SA8 and SA8.
Reference numeral 10 corresponds to an engine disconnecting means. Steps SA1 to SA3 correspond to deceleration traveling determination means, and step SA7 corresponds to engine disconnection limiting means.
A9 corresponds to braking force supplementing means.

In FIG. 8, in step SA1, based on the signal supplied from the accelerator operation amount sensor 62,
It is determined whether or not an accelerator off time T _AC representing a time during which the accelerator pedal is not depressed is equal to or longer than a predetermined time α. If this judgment is denied, step SA2
In the above, based on the signal supplied from the accelerator operation amount sensor 62, it is determined whether or not the accelerator operation amount θ _AC is approximately 0 at the present time. If this determination is affirmed, it is determined in step SA3 whether the rate of change ΔV of the vehicle speed V is smaller than a predetermined value −β, in other words, whether or not the vehicle is in a predetermined deceleration state.

If the determination in step SA1 is affirmative, or if the determination in step SA3 is affirmative, fuel supply to the engine 12 is stopped in step SA4 (fuel cut control). In step SA5, the regenerative braking torque of motor generator 14 is controlled, a predetermined regenerative braking force is applied to the vehicle, and power storage device 58 is charged in accordance with the braking force. This regenerative braking is different from the mode 6 of FIG. 7, at this stage engaging the first clutch CE ₁ (O
N) It is performed while maintaining the state. Note that the second clutch CE ₂ is in the engaged (ON) state.

Next, at step SA6, it is determined whether or not a brake ON signal is supplied from the brake switch 64. If this determination is affirmative, in step SA7, the catalyst temperature sensor 66 determines whether or not the catalyst temperature T _S in the exhaust pipe is equal to or higher than a predetermined value γ. The predetermined value gamma, if started again after stopping the rotation of the engine 12 now generates the exhaust gas such as NO _X and CO is set to a temperature such that the problem.

If the determination in step SA7 is affirmative, in step SA8 the motor generator 14
In accordance with the operation mode determination subroutine shown in FIG.
Is selected, or mode 1 in FIG.
Alternatively, the determination is made based on whether or not the operation region is No. 4. When this determination is denied, that is, in the operating region in which the vehicle travels using only the engine 12 as the power source, the first clutch C
E ₁ is maintained in the engaged (ON) condition, the engine 12 is forcibly rotated in accordance with the vehicle speed.

On the other hand, if the determination in step SA8 is affirmative, in step SA9, the regenerative torque of the motor generator 14 is controlled to compensate for the disappearance of the engine braking force due to the disconnection of the engine 12 in step SA10. Thus, the braking force by regeneration is increased by an amount corresponding to the engine braking force. Subsequently, the first clutch CE ₁ is released in step SA10 (OFF)
Then, the engine 12 is separated from the planetary gear set 16 and stopped rotating. Regenerative torque control in step SA9, it is desirable to perform in correspondence with the reduction in the engine braking force by the first release control of the clutch CE ₁ step SA10.

As described above, according to this embodiment, the fuel supply to the engine 12 is stopped during the deceleration running that does not require the engine torque in steps SA1 to SA4 corresponding to the fuel supply stopping means. Efficiency is improved.

[0096] Further, when the fuel supply to the engine 12 is stopped, becomes NO judgment in step SA8 is in the operating region running only the engine 12 as a power source, a first clutch CE ₁ engagement (ON) state Is maintained, and the engine 12 is forcibly rotated as the vehicle travels. Therefore, at the time of re-acceleration when the accelerator pedal is depressed, the engine output is rapidly increased with fuel supply, and Even if the driving force intended by the user is obtained quickly, there is no fear that a feeling of backlash is generated.

On the other hand, in the operating region in which the vehicle runs with the motor generator 14 as the power source, the determination in step SA8 is YES.
Becomes ES first clutch CE ₁ is released in step SA10, although the engine 12 is caused disconnected rotation is stopped, the re-acceleration driving force promptly to the driver's intention by increasing the output of the motor generator 14 to Since it is obtained, there is no possibility of causing a feeling of looseness. Mode 4
In the engine + motor traveling region, the start of the engine 12 is expected to be delayed at the time of re-acceleration, and the motor torque is controlled to be relatively large accordingly.

When the engine 12 is disconnected, no engine braking force can be obtained by the rubbing rotation or the pumping action.
Since the regenerative torque of motor generator 14 is increased by an amount corresponding to the engine braking force, the braking force does not change and the driver does not feel discomfort, and power storage device 58 is charged by the regenerative braking. Therefore, fuel efficiency is further improved.

When the catalyst temperature T _S is low, the engine 1
When the engine 12 is separated and stopped, the generation of exhaust gas such as NO _X and CO becomes a problem when the engine 12 is started next time. However, in this embodiment, when the catalyst temperature T _S is lower than the predetermined value γ, step SA7 is performed. Is NO, the engine 1
2 is prohibited, so that such an engine 12
The problem of exhaust gas during restart of the vehicle is avoided.

While 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-described embodiment, the backward 1
Although the automatic transmission 18 having five gears and five forward gears has been used, as shown in FIG. 10, the automatic transmission 60 including only the main transmission 22 omitting the sub-transmission 20. It is also possible to adopt the above, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG. It should be noted that the present invention can be applied to a hybrid vehicle having no transmission.

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

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

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

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

FIG. 8 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

FIG. 9 is a diagram exemplifying a map in which an accelerator operation amount and a vehicle speed used for switching a power source according to driving conditions are set as parameters.

FIG. 10 is a skeleton diagram illustrating a configuration of a hybrid drive device including an automatic transmission different from the embodiment of FIG. 1;

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

[Explanation of symbols]

12: Engine 14: motor generator (electric motor) 50: Hybrid control controller CE _1: first clutch (clutch means) Step SA1 to SA4: fuel supply stopping means step SA8, SA10: engine disconnecting means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI B60L 15/20 B60K 9/00 Z F02D 41/12 330 (72) Inventor Yuji Hata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (2)

[Claims] 1. An engine that operates by burning fuel and an electric motor that operates with electric energy are provided as power sources for driving a vehicle, and the operating states of the engine and the electric motor differ depending on operating conditions. A drive control device for a hybrid vehicle, comprising: a fuel supply stop unit that stops fuel supply to the engine during a predetermined deceleration run in a hybrid vehicle that runs in a plurality of operation modes. 2. The operation according to claim 1, wherein when the fuel supply to the engine is stopped by the fuel supply stopping means, the vehicle runs using only the engine as a power source. A hybrid vehicle comprising: an engine disconnecting unit that releases the clutch unit and disconnects the engine in an operating region in which the clutch unit is maintained in an engaged state in a driving region where the electric motor is used as a power source. Drive control device.