JPH1023603A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain specified breaking force, even if all power generated by regenerative control by a motor generator cannot be consumed by an external load in cases where, if an accumulator exceeds its allowable maximum amount of accumulation, power generated by regenerative control is consumed by the external load. SOLUTION: When the amount of accumulation SOC exceeds an allowable maximum amount of accumulation B (YES for SA1), electrical energy generated by regenerative control by a motor generator is consumed by an external load. If the power consumption by the external load is insufficient (NO for SA3), the resultant reduction (WA) in the regenerative braking force of the motor generator 14 is compensated for by an engine brake.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle, and more particularly to a technique for applying a braking force to a vehicle by regenerative control of a motor generator.

[0002]

2. Description of the Related Art A hybrid vehicle equipped with an engine operating by burning fuel and a motor generator as power sources for running the vehicle is disclosed in, for example, Japanese Patent Application Laid-Open No. 7-6720.
No. 8, for example. In such a hybrid vehicle, for example, by using the engine and the motor generator selectively according to the driving state,
Fuel consumption and exhaust gas volume can be reduced while maintaining predetermined running performance.

Further, in such a hybrid vehicle, when the motor generator is rotationally driven by the kinetic energy of the vehicle, a predetermined braking force is applied to the vehicle by controlling the regeneration of the motor generator in accordance with the driving state. Generally, regenerative braking means for charging the power storage device with the electric power generated by the regenerative control is provided. The hybrid vehicle described in Japanese Patent Application Laid-Open No. 6-319205 further includes an energization switch that consumes power generated by regenerative control of the motor generator by an external load, for example, a heater when the power storage device exceeds an allowable maximum power storage amount. Means is provided so that the regenerative braking force by the motor generator can always be obtained while avoiding the power storage device from being overcharged.

[0004]

However, in such a conventional hybrid vehicle, when all the power generated by the regenerative control of the motor generator cannot be consumed by an external load, the regenerative braking force of the motor generator is reduced due to the lack of power consumption. Therefore, even in the same driving state, the braking force differs due to the difference in power consumption by the external load, which may cause the driver to feel uncomfortable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a predetermined braking force even when all power generated by regenerative control of a motor generator cannot be consumed by an external load. Is to do so.

[0006]

In order to achieve the above object, the present invention provides (a) an engine operated by fuel combustion and a motor generator as power sources for driving a vehicle, while (b) ) When the motor generator is rotationally driven by the kinetic energy of the vehicle, a predetermined braking force is applied to the vehicle by controlling the regeneration of the motor generator in accordance with the driving state, and the electric power generated in the regeneration control. A hybrid having: a regenerative braking unit that charges the power storage device at a time; and (c) an energization switching unit that consumes power generated by regenerative control of the motor generator by an external load when the power storage device exceeds an allowable maximum power storage amount. In the vehicle control device, (d) when the entire power generated in the regenerative control cannot be consumed by the external load, Brake assist means is provided for supplementing a decrease in the regenerative braking force of the motor generator due to the shortage with an engine brake by the rotational resistance of the engine.

[0007]

According to such a control device for a hybrid vehicle, even if the power consumption by the external load is insufficient and the regenerative braking force of the motor generator is reduced accordingly,
Since the decrease is compensated for by the engine brake, a predetermined braking force can always be obtained according to the driving state regardless of the difference in power consumption due to the external load. It is possible to avoid causing discomfort to the user.

[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.
Mix type that combines and distributes the output of the engine and motor generator by the distribution mechanism,
The present invention can be applied to various types of hybrid vehicles including an engine and a motor generator as power sources for running the vehicle. A motor generator may be provided for each drive wheel, or a motor generator used as an electric motor and a motor generator used as a generator may be separately provided.

The regenerative braking means executes regenerative control of the motor generator under predetermined conditions, and for example, according to a map or an arithmetic expression which is set in advance using operating conditions such as the vehicle speed and the speed of the automatic transmission as parameters. By controlling the regenerative braking torque (motor torque), a predetermined braking force is applied to the vehicle according to the driving state.

As an external load to which electricity is supplied from the motor generator via the power supply switching means, an air conditioner, a hot-wire defogger, a catalyst heater, a cooling fan of an engine, or the like is suitably used. It is desirable that the air conditioner be operated with the ON / OFF indicator turned off, and the fan be rotated only for a small amount, so that the set temperature is substantially the same as the current temperature. ON and O for hot wire defogger
It is desirable that the FF display be kept OFF.

The brake assist means obtains, for example, a generated energy amount (electrical amount) W _K when the motor generator is regeneratively controlled in accordance with an operation state and a maximum energy consumption W _Rmax that can be consumed by an external load. as excess energy amount W _a = W _K -W _{Rm ax} corresponds to the engine braking force B _E is obtained, a predetermined data map or an arithmetic expression other operating status the gear ratio of the vehicle speed and the automatic transmission as a parameter In accordance with, for example, the engine throttle control, the slip control of the clutch provided in the power transmission path between the engine and the drive wheels, the automatic control provided in the power transmission path between the engine and the drive wheels also Or change the gear ratio of the transmission. In the case of a continuously variable transmission, the engine braking force can be continuously controlled by its speed ratio control. However, in the case of a stepped transmission, it is desirable to use both the throttle control and the slip control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 of a hybrid vehicle including a control device according to one embodiment of the present invention. This hybrid drive 1
0 is for an FR (Front Engine / Rear Drive) vehicle, an engine 12 that operates by burning fuel,
A motor generator 14 used as an electric motor and a generator, and a single pinion type planetary gear set 16
And an automatic transmission 18 along the front-rear direction of the vehicle, and transmits power from the output shaft 19 to left and right driving wheels (rear wheels) via a propeller shaft, a differential device, and the like (not shown). Planetary gear set 16 is a synthetic distributing mechanism for mechanically synthesizing force distributor, constitutes an electric torque converter 24 together with the motor-generator 14, the ring gear 16r is connected to the engine 12 via the first clutch CE _1, The sun gear 16 s is a rotor shaft 14 of the motor generator 14.
r, the carrier 16c is connected to the input shaft 26 of the automatic transmission 18. Further, the sun gear 16s and the carrier 16c is adapted to be connected by the second clutch CE _2. The engine 12
Outputs are 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. First clutch CE ₁ and second clutch CE ₂
Are friction type multi-plate clutches, each of which is engaged and released by a hydraulic actuator.

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

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

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

The hydraulic circuit 44 has a circuit shown in FIG. In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve, and reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is as shown below each shift valve 70, 71, 72. The numbers indicate the respective gears.

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

The numeral 78 is a B-3 control valve, and controls the third engaging pressure of the brake B _3. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79. On the other hand, among the ports of the 2-3 shift valve 71, a port 86 that outputs the D range pressure (line pressure PL) at the third or higher speed is included in the port 85 that opens at the position where the spring 81 is disposed. The connection is made through an oil passage 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80 so that the signal pressure P _SLU is applied.
Therefore, the B-3 control valve 78 has a pressure adjustment level set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the higher the signal pressure P _SLU supplied to the control port 88, the higher the spring 81. The elastic force is configured to be large.

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

[0020] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B _2. The orifice control valve 105 has a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B ₂ is connected in the figure is a port selectively communicated with the drain port, and is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed. Further, the orifice control valve 105 is provided with the oil passage 9.
5 is connected to the oil passage 115, and the oil passage 115 is selectively connected to the drain port.

In the 2-3 shift valve 71, a port 116 for outputting a D-range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

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

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

The reference numeral 122 in FIG. 4 shows a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 122 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

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

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 includes an accelerator operation amount sensor 62, a vehicle speed sensor 63, an input shaft rotation speed sensor 64, and a pattern select switch 6.
5, the accelerator operation amount θ _AC , the vehicle speed V (corresponding to the rotation speed N _O of the output shaft 19 of the automatic transmission 18), the rotation speed N _I of the input shaft 26 of the automatic transmission 18, and a signal representing a selection pattern are supplied. another is, the engine torque T _E and the motor torque T _M, the engine speed N _E, the motor rotational speed N _M, the electricity storage amount SOC of the power storage device 58, ON the brake, OFF, information such as the operation range of the shift lever 40 is , And performs signal processing in accordance with a preset program. The accelerator operation amount θ _AC is an operation amount of the accelerator operation means 48 operated by the driver according to the output request amount, such as an accelerator pedal. The pattern select switch 65 is a pattern selecting means, and can select any one of a power pattern and a normal pattern for traveling with emphasis on power performance.
The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M is determined from a motor current, the electricity storage amount SOC is Ya motor current during charging motor generator 14 functions as a generator Required from charging efficiency.

The output of the engine 12 is controlled in accordance with the operating state such as the accelerator operation amount θ _AC 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 and switching means 66 as shown in FIG.
The hybrid control controller 50 functions as a generator by a rotational driving state in which electric energy is supplied from the power storage device 58 and is rotationally driven at a predetermined torque, and by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched between a charging state in which the power storage device 58 is charged with electric energy and a no-load state in which the rotor shaft 14r is allowed to rotate freely. Also,
The engagement or disengagement state of the first clutch CE ₁ and the second clutch CE ₂ is switched by the hybrid controller 50 switching the hydraulic circuit 44 via an electromagnetic valve or the like.

An air conditioner 67 and a hot-wire defogger 68 are connected to the switching means 66, and the M / G controller 5
6 and the power storage device 58 are energized and the air conditioner 67 and the hot wire defogger 68 are shut off, and the M / G controller 56 and the air conditioner 67 and the hot wire defogger 68 are energized and the power storage device 58 is shut off. Can be The air conditioner 67 and the hot-wire defogger 68
The operating state is controlled by the hybrid control controller 50 via the accessory controller 69. The air conditioner 67 and the hot-wire defogger 68 are connected to the power storage device 58 or another power storage device through an electric path different from the switching device 66, and can be operated at any time regardless of the state of the switching device 66. It has become.

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 44 is switched or the hydraulic control is performed, so that a shift is performed according to a shift pattern that is set in advance according to the operating state (for example, the accelerator operation amount θ _AC and the vehicle speed V). The stages are automatically switched. Two types of shift patterns are prepared corresponding to the power pattern and the normal pattern selected by the pattern select switch 65.

The hybrid control controller 50 includes:
For example, Japanese Patent Application No. 7-29414 filed earlier by the present applicant.
As described in No. 8, one of the nine operation modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 6, in step S1, it is determined whether or not an engine start request has been issued, for example, to drive the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. It is determined whether there is a command to start the engine 12 or the like.
In mode 2, mode 9 is selected. Mode 9, the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor-generator 1
4, the engine 12 is rotated via the planetary gear unit 16, and the engine 12 is started by performing engine start control such as fuel injection. 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,
By engaging the first clutch CE ₁ and operating the motor generator 14 with an output higher than the required output required for traveling,
This is performed by rotationally driving the engine 12 with a margin output equal to or larger than the required output. Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in the neutral state.

If the determination in step S1 is negative, that is, if there is no engine start request, step S3
By executing the above, whether or not there is a request for the braking force,
For example, whether the brake is ON or not, the operation range of the shift lever 40 is an engine brake range such as L or 2 or D.
In M range, and the accelerator operation amount theta _AC is 0 whether, or simply whether the accelerator operation amount theta _AC is 0, it is determined by such. If this determination is affirmed, the power source brake control in step S4 is executed.

The power source brake control in step S4 is specifically performed according to a flowchart shown in FIG.
In the series of signal processing by the hybrid control controller 50, the part that executes steps SA7, SA9, and SA11 in FIG.
2. The part executing SA4 to SA6 corresponds to the brake assist means, and the part executing steps SA8 and SA10 constitutes the energization switching means together with the switching means 66.

In step SA1, it is determined whether or not the state of charge SOC of the power storage device 58 is equal to or greater than a predetermined allowable maximum state of charge B. If SOC <B, mode 6 is selected in step SA11 and step SA12 is selected. Then, the M / G controller 56 and the power storage device 58 are energized by the switching means 66. The allowable maximum power storage amount B is the maximum power storage amount that allows the power storage device 58 to be charged 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 6 is the first mode as apparent from FIG.
The clutch CE ₁ is released (OFF), and the second clutch CE is released.
₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged. When the motor generator 14 is rotationally driven by the kinetic energy of the vehicle, for example, the vehicle speed V and the automatic transmission 18 The regenerative braking torque of motor generator 14 is controlled in accordance with a map or an arithmetic expression set in advance using the operating state such as the gear position as a parameter. As a result, a predetermined regenerative braking force is applied to the vehicle according to the driving state, so that the braking operation by the driver is reduced and the driving operation is facilitated,
Power storage device 58 is charged with the power generated by the regenerative control. Also, the first clutch CE ₁ is released and the engine 1
2 is shut off, there is no energy loss due to the rotational resistance of the engine 12, and the operation is executed when the charged amount SOC is smaller than the allowable maximum charged amount B, so that the charged amount SOC of the power storage device 58 becomes excessive. Therefore, performance such as charge / discharge efficiency is not impaired.

If the determination in step SA1 is YES, that is, if SOC ≧ B, step SA2 is executed, and the generated energy W when the regenerative control of the motor generator 14 is performed in accordance with the operation state as in step SA11. _K and the maximum energy consumption W _Rmax that can be consumed by the external load are calculated. As the external load, the air conditioner 67 and the hot-wire defogger 68 calculate the maximum energy consumption W _Rmax based on a predetermined braking operation state, a current operation state, and the like. If they are already operating in a state stronger than the brake operating state, the maximum energy consumption W _Rmax = 0, but if the power source is switched to the motor generator 14,
The energy consumption in the current operating state is the maximum energy consumption _WRmax . In addition, + α
The energy consumption by the external load is appropriately determined, for example, by adding the actuation amount of (?), And the energy consumption for + α may be used as the maximum energy consumption _WRmax . The operating state at the time of braking set at the time of non-operation or the like is set to be substantially the same as the current temperature by only rotating a small amount of the fan in the case of the air conditioner 67, for example, so as to prevent the occupant from feeling uncomfortable.

In step SA3, it is determined whether or not the maximum energy consumption W _Rmax is equal to or larger than the generated energy W _K.
If W _K ≦ W _Rmax , all the electric energy generated by the motor generator 14 can be consumed by the external load. Therefore, in step SA9, mode 6 is selected to perform regenerative braking control. In the next step SA10, the switching means 66
, The M / G controller 56, the air conditioner 67, and the hot-wire defogger 68 are energized, and are operated in a predetermined operation state such as an operation state during braking or an operation state of + α. As a result, the motor generator 14 performs exactly the same regenerative control as in step SA11, and obtains the same regenerative braking force as in step SA11 according to the driving state, so that the difference in braking force causes the driver to feel uncomfortable. Nothing. Electric energy (electric power) generated by the regenerative control is supplied to the air conditioner 67 and the hot-wire defogger 68.
Therefore, the power storage device 58 is not likely to be overcharged. Note that the operation display of the air conditioner 67 and the heat ray defogger 68 is maintained in the original operation state. For example, the ON and OFF displays in the case of the non-operation state are kept OFF.

If the determination in step SA3 is NO, that is, if W _K > W _Rmax , the motor generator 14
Since the electric energy generated in the step cannot be consumed by the external load, step SA4 and subsequent steps are executed. Step SA4
In calculates the surplus energy amount W _A = W _K -W _Rmax,
At step SA5, it calculates the engine braking force B _E corresponding to the excess amount of energy W _A. That is, when the entire power generated by the regenerative control of the motor generator 14 cannot be consumed by the external load, the regenerative braking force of the motor generator 14 decreases due to the power consumption shortage. It is calculated as _BE .

In step SA6, mode 8 is selected so that the engine braking force due to the rotational resistance of the engine 12 can be obtained, and the engine braking force B
_{In order} to obtain _E , the throttle control of the engine 12 is performed according to a data map or an arithmetic expression that is determined in advance by using the operating state such as the vehicle speed V or the gear position of the automatic transmission 18 as a parameter, or the first clutch CE _1. Of the automatic transmission 18 as necessary. Mode 8, the first clutch CE _1, as shown in FIG. 7 engaged (ON), the second clutch C
E ₂ in which the engagement (ON), and controls the slip of the first clutch CE ₁ the engine 12 as the stop condition, the first clutch CE ₁ and completely engaged or performs throttle control of the engine 12 Thus, a predetermined engine braking force _BE is applied to the vehicle by the rubbing rotation of the engine 12 and the pumping action.

In step SA7, the motor generator 14 is controlled to generate the maximum energy consumption W _Rmax.
In step SA8, the M / G controller 56 is switched by the switching means 66 in the same manner as in step SA10.
And the air conditioner 67 and the hot-wire defogger 68 are energized, and they are operated in a predetermined operation state such as an operation state during braking or an operation state of + α. This allows
Regenerative braking force by the regenerative control of the motor generator 14 but are allowed to act on the vehicle, the regenerative braking torque of the motor generator 14 at this time is smaller by excess energy amount W _A fraction than in the step SA11. However, since the engine braking force _BE is applied to the vehicle by the engine braking control in step SA6, substantially the same braking force as that in step SA11 is obtained as a whole, and the difference in braking force causes the driver to feel uncomfortable. There is no. The electric energy (electric power) generated by the regenerative control is supplied to the air conditioner 67.
Since the power storage device 58 is consumed by the heat ray defogger 68, the power storage device 58 is not likely to be overcharged.

Returning to FIG. 6, the judgment in step S3 is
If denied, that is, if there is no demand for braking force
Step S5 is executed and engine start is requested.
Whether or not the engine 12 is the power source
Or not, ie, whether the vehicle speed V ≒ 0
It is determined by whether or not. If this judgment is affirmed,
Determines whether the accelerator is ON in step S6.
That is, accelerator operation amount θ _ACIs greater than a predetermined value of approximately zero
If the accelerator is ON, the mode is
Mode 5 is selected, and if the accelerator is not on, step S
At step 8, mode 7 is selected.

Mode 5 selected in step S7
Is a first clutch CE ₁ As apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle. Specifically, the planetary gear device 1
_Assuming that the gear ratio of No. 6 is ρ _E , engine torque T _E : output torque of the planetary gear set 16: motor torque T _M = 1:
(1 + ρ _E ): Since it is ρ _E , for example, if the gear ratio ρ _E is about 0.5 which is a general value, the engine torque T
By half the torque of the _E motor generator 14 is shared, approximately 1.5 times the torque of the engine torque T _E is outputted from the carrier 16c. That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 16c becomes 0 just by rotating the rotor shaft 14r in the reverse direction, and the vehicle stops.
That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, the engine torque T _The vehicle can be started smoothly with an output torque of (1 + ρ _E ) times _E.

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

[0046] Mode 7 is selected in step S8, engage the first clutch CE ₁ As apparent from FIG. 7 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 , The output to the input shaft 26 of the automatic transmission 18 becomes zero. This allows
It is not necessary to stop the engine 12 one by one at the time of stopping the running vehicle using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

If the determination in step S5 is negative, that is, if there is no request for starting the engine, step S9 is performed.
Is performed, and the required output Pd is set to the first determination value P set in advance.
It is determined whether it is 1 or less. The required output Pd is an output necessary for traveling of the vehicle including the traveling resistance, and is based on the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output rotation speed N _O ), the gear position of the automatic transmission 18, and the like. It is calculated by a predetermined data map, arithmetic expression, or the like. The first determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the above, it is determined through experiments and the like that the amount of exhaust gas, fuel consumption, and the like are reduced as much as possible.

When the determination in step S9 is affirmative, that is, when the required output Pd is equal to or less than the first determination value P1,
In step S10, it is determined whether or not the state of charge SOC is equal to or greater than a preset minimum state of charge A. If SOC ≧ A, mode 1 is selected in step S11. If SOC <A, mode 3 is selected in step S12. Select Minimum storage amount A
Is the minimum amount of power that is allowed to extract electric energy from power storage device 58 when traveling with motor generator 14 as a power source. Based on the charge / discharge efficiency of power storage device 58, for example, a value of about 70% Is set.

[0049] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source. In this case, since the engine 12 first clutch CE ₁ is released is interrupted, the mode 6 less similarly pulled rubbing losses, efficient motor drive by appropriate shift control of the automatic transmission 18 Control is possible. Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 or less and the state of charge SOC of the power storage device 58 is equal to or more than the minimum state of charge A. The fuel efficiency and the exhaust gas can be reduced as compared with the case where the vehicle is traveling, and the state of charge SOC of the power storage device 58 is reduced to the minimum state of charge A.
The performance such as charge / discharge efficiency is not impaired.

Mode 3 selected in step S12 includes:
As is clear from FIG. 7, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

If the determination in step S9 is negative, that is, if the required output Pd is greater than the first determination value P1, in step S13, the required output Pd is greater than the first determination value P1 and is greater than the second determination value P2. It is determined whether or not 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 the energy efficiency, the exhaust gas amount and the fuel consumption amount are determined in advance by experiments and the like so as to minimize the amount.
If P1 <Pd <P2, step S14 is followed by step S14.
It is determined whether or not OC ≧ A. If SOC ≧ A, mode 2 is selected in step S15, and if SOC <A, mode 3 is selected in step S12. Also, Pd ≧
If it is P2, it is determined whether or not SOC ≧ A in step S16. If SOC ≧ A, mode 4 is selected in step S17, and if SOC <A, mode 2 is selected in step S15.

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source. In addition, mode 4 includes the first clutch CE ₁ and the second clutch CE ₁ .
Clutch CE ₂ and together engaging (ON), the engine 12 and the operating state, in which to rotate the motor generator 14 to the high output running of the vehicle both engine 12 and motor-generator 14 as a power source. This mode 4 is executed in a high load region where the required output Pd is equal to or more than the second determination value P2. However, since the engine 12 and the motor generator 14 are used together, only one of the engine 12 and the motor generator 14 is used. Compared to running as a power source, energy efficiency is not significantly impaired, and fuel consumption and exhaust gas can be reduced. In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

To summarize the operating conditions of 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 S11 and the vehicle runs using only motor generator 14 as a power source. And P1 <P
In the medium load region where d <P2, mode 2 is selected in step S15, 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 S17, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources. When SOC <A, the power storage device 58 is charged by executing the mode 3 of step S12 in the middle and low load region where the required output Pd is smaller than the second determination value P2. In the high load region equal to or greater than the determination value P2, mode 2 is selected in step S15, and high-power traveling is performed by the engine 12 without performing charging.

In mode 2 of step S15, P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source. In a high load region, it is desirable to use Mode 4 in which the vehicle runs using both the motor generator 14 and the engine 12. However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, only the engine 12 in Mode 2 is used. Is performed, the power storage amount S of the power storage device 58 is stored.
It is avoided that the OC becomes smaller than the minimum charge amount A and the performance such as charge / discharge efficiency is impaired.

Here, in the present embodiment, step S4
Power source brake control, the storage amount SOC of the power storage device 58
Is exceeded by the external load, that is, the air conditioner 67 and the hot-wire defogger 68, the electric energy generated by the regenerative control of the motor generator 14 is prevented from being overcharged. In addition, the regenerative braking force by the motor generator 14 is always obtained. In addition, when the power consumption by the external load is insufficient and the regenerative braking force of the motor generator 14 is reduced accordingly, the reduction is compensated for by the engine brake. Regardless of the difference, a predetermined braking force can always be obtained according to the driving state, and the difference in the braking force does not cause the driver to feel uncomfortable.

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

For example, in the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds was used. However, as shown in FIG. It is also possible to adopt an automatic transmission 60 consisting of only the gear 22 and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

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

[Brief description of the drawings]

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

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

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

FIG. 4 is a diagram showing a part of a hydraulic circuit provided in the automatic transmission of FIG. 1;

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

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

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

FIG. 8 is a diagram illustrating an example of an operation pattern of a shift lever.

9 is a flowchart specifically illustrating step S4 of FIG. 6, and is a diagram illustrating a main part of a control operation that is a feature of one embodiment to which the present invention is applied.

FIG. 10 is a skeleton diagram illustrating another example of a hybrid drive device of a hybrid vehicle to which the present invention is suitably applied.

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 50: Hybrid control controller 58: Power storage device 66: Switching means (Electrification switching means) 67: Air conditioner (External load) 68: Hot wire defogger (External load) SOC: Storage amount B: Allowable maximum power storage Amount Steps SA2, SA4 to SA6: Brake assist means Steps SA7, SA9, SA11: Regenerative braking means Steps SA8, SA10: Electricity switching means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60L 15/20 B60K 9/00 Z F02D 29/02 (72) Inventor Yuji Hata Toyota, Toyota-shi, Aichi Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (1)

[Claims] An engine and a motor generator that operate by combustion of fuel are provided as power sources for driving a vehicle, and when the motor generator is driven to rotate by kinetic energy of the vehicle, the motor generator is driven according to an operating state. By performing regenerative control on the motor generator, a predetermined braking force is applied to the vehicle, and regenerative braking means for charging the power storage device with the power generated by the regenerative control, and the power storage device exceeds an allowable maximum power storage amount Sometimes, in a control device for a hybrid vehicle having an energization switching means for consuming the electric power generated by the regenerative control of the motor generator by an external load, when all the electric power generated by the regenerative control cannot be consumed by the external load, The decrease in the regenerative braking force of the motor generator due to insufficient power consumption A control device for a hybrid vehicle, comprising brake assist means for supplementing with an engine brake by rotational resistance.