JPH1023607A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of shift shock and an excessive burden on a drive line, when switching from a non-driving range, such as N (neutral) range, to a driving range, such as D (drive) range. SOLUTION: In case of sudden clutch connection take-off, wherein the number of engine revolutions is a specified value or above and the vehicle speed is approximately zero at take-off by engine, the start-up characteristics of the reaction force torque of a motor generator are changed, so that power is slowly transmitted to an automatic transmission (SA7). In case of sudden clutch connection take-off, wherein the number of motor revolutions is a specified value or above and the vehicle speed is approximately zero at take-off by motor, the torque of the motor generator is reduced (SA10).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more particularly to control of driving force when a non-driving range such as an N range is switched to a driving range such as a D range.

[0002]

[Prior art]

(a) An engine operated by fuel combustion and a motor generator are provided as power sources during vehicle running, while (b) power transmission switching means such as an automatic transmission is provided between the power source and drive wheels. The installed hybrid vehicle,
For example, it is described in JP-A-7-67208. The power transmission switching means includes a non-drive state in which power transmission such as N (neutral) and P (parking) is interrupted;
(C) Selection operation means for selecting a non-drive range and a drive range, for example, operation of a shift lever, etc. Is switched mechanically or electrically according to

[0003] Also, (a) a first engine connected to the engine;
A combining and distributing mechanism having a rotating element, a second rotating element connected to the motor generator, and a third rotating element connected to the output member, for mechanically combining and distributing force among them; (b) when the non-driving range is selected by the selection operation means, the motor generator is set in a no-load state to allow free rotation of the second rotating element, so that power from the engine to the output member is Electrical neutral achieving means for interrupting transmission, and (c) increasing the reaction torque of the motor generator from zero when the selection operation means switches from the non-drive range to the drive range. Start-up control means for transmitting power from the engine to the output member via the composite distribution mechanism; Hybrid vehicle in which the power transmission switching means is disposed between the timber and the drive wheels, for example, the present applicant has proposed in such Japanese Patent Application No. Hei 7-294148 filed earlier (not known).

[0004]

However, such a hybrid vehicle usually does not include a fluid torque converter provided in an automatic vehicle powered by an engine. When operated from the non-drive range to the drive range, a large shift shock may occur due to drive force fluctuations, etc.
There was a possibility that an excessive load was applied to the driving force system. For example, when the accelerator is depressed in the non-drive range and the engine or the motor generator is rotationally driven and the drive range is switched by the selection operation means, the drive power system such as the power transmission switching means becomes excessive due to inertia or the like. Heavy load or a large shift shock. In a hybrid vehicle with a composite distribution mechanism, if the start-up characteristic of the reaction torque of the motor generator is constant, when the engine speed in the non-drive range is high, an excessive load acts due to the inertia of the engine or shift occurs. May cause shock.

The present invention has been made in view of the above circumstances, and an object thereof is to generate a shift shock when switching from a non-drive range such as an N range to a drive range such as a D range. An object of the present invention is to prevent an excessive load from being applied to a drive system.

[0006]

According to a first aspect of the present invention, there is provided a fuel cell system comprising: (a) an engine operated by burning fuel; (b) a motor generator; and (c) a motor connected to the engine. A composite distribution mechanism having a first rotary element, a second rotary element connected to the motor generator, and a third rotary element connected to an output member, for mechanically synthesizing and distributing force among them. And (d) selection operation means capable of selecting a non-drive range and a drive range, and (e) when the non-drive range is selected by the selection operation means,
Electrical neutral achieving means for interrupting power transmission from the engine to the output member by allowing the motor generator to be in a no-load state and allowing free rotation of the second rotating element; and (f) the selecting operation means When the non-drive range is switched to the drive range, by increasing the reaction torque of the motor generator from zero, power is transmitted from the engine to the output member via the composite distribution mechanism. (G) wherein the start-up control means starts up the reaction torque of the motor generator with a plurality of different characteristics in accordance with predetermined start-up conditions. It is characterized by being.

According to a second aspect of the present invention, in the control device according to the first aspect, when the rotation speed of the engine or the motor generator is equal to or more than a predetermined value, the start-up control means reduces the reaction torque more gradually than usual. It is characterized by being launched.

According to a third aspect of the present invention, in the control device according to the first aspect of the present invention, when the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value, the startup control means sets the rotation speed to a predetermined allowable rotation speed. It is characterized in that the rise of the reaction torque is prohibited until the following conditions are satisfied.

According to a fourth aspect of the present invention, in the control device according to the first aspect, the start-up control means sets the start-up width of the reaction torque to a normal value when the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value. It is characterized in that it is made smaller.

According to a fifth aspect of the present invention, in the control device according to the first aspect, (a) the selection operation means can select a non-drive range, a forward drive range, and a reverse drive range. The means changes the start-up characteristic of the reaction torque between the case where the non-drive range is switched to the forward drive range and the case where the reverse drive range is switched. When the non-drive range is selected by the selection operation means, a non-drive state in which power transmission is shut off is provided between the combined distribution mechanism and the drive wheels, and when the forward drive range is selected, Power transmission switching means is provided which is in a forward drive state in which power is transmitted so as to move the vehicle forward, and which is in a reverse drive state in which power is transmitted so as to move the vehicle backward when the reverse drive range is selected. And said that you are.

According to a sixth aspect, in the control device according to the first aspect, (a) mode selection means for selecting a low μ road running mode is provided, while (b) the start-up control means is controlled by the mode selection means. When the low μ road running mode is selected, the rising width of the reaction torque is made smaller than usual.

According to a seventh aspect of the present invention, in the control device according to the first aspect of the present invention, the start-up control means includes: It is characterized in that the torque is feedback controlled.

An eighth invention is the control device according to the first invention, wherein the start-up control means controls the reaction torque in accordance with a predetermined target value, and the target value is learned and corrected in accordance with the control result. It is characterized by.

The target values of the seventh and eighth inventions may be constant values, but may be target patterns (target characteristics or the like) in which the target values change continuously.

According to a ninth aspect of the present invention, (a) an engine operated by fuel combustion and a motor generator are provided as power sources for driving the vehicle, while (b) a selection operation capable of selecting a non-drive range and a drive range. Means, (c) disposed between the power source and the drive wheel, and when the non-drive range is selected by the selection operation means, the power transmission is interrupted and the drive range is set to a non-drive state; In the hybrid vehicle control device having a power transmission switching means that is in a driving state to perform power transmission when is selected, (d)
When the input operation speed of the power transmission switching unit is equal to or more than a predetermined value when the non-drive range is switched to the drive range by the selection operation unit, the motor generator is controlled so that the input rotation speed decreases. It is characterized by having a motor control means at the time of drive shift for controlling.

When the input rotation speed of the power transmission switching means is equal to or higher than a predetermined value when switching from the non-drive range to the drive range, the input member (input) of the power transmission switching means from the power source even in the non-drive range. Power transmission to the shaft, etc., and the input member is actually rotating at a predetermined value or more, but in the non-drive range, the power transmission from the power source to the power transmission switching means is cut off by a clutch or the like. This includes the case where the input rotation speed becomes equal to or more than a predetermined value due to power transmission from the power source when the drive range is switched to the drive range. In other words, if power is directly transmitted from the power source to the power transmission switching means along with switching to the drive range, the input rotation speed may be equal to or higher than a predetermined value. By controlling the motor generator so that the input rotation speed is reduced by the means, the case where the input rotation speed does not actually exceed the predetermined value may be adopted. For example, if the power transmission switching means is driven before the power is transmitted from the power source, the rotation of the input member is limited, so that the input rotation speed actually exceeds a predetermined value in the process of this control. Never. The same applies to the eleventh invention.

According to a tenth aspect of the present invention, in the control device according to the ninth aspect of the present invention, the motor control means at the time of the drive shift, when power is transmitted to the power transmission switching means based on the output of the motor generator, Characterized in that the torque is reduced.

According to an eleventh aspect of the present invention, there is provided (a) an engine operated by fuel combustion and a motor generator as power sources for driving the vehicle, while (b) a selection operation for selecting a non-drive range and a drive range. Means, (c) disposed between the power source and the drive wheel, and when the non-drive range is selected by the selection operation means, the power transmission is interrupted and the drive range is set to a non-drive state; A hybrid vehicle control device having power transmission switching means that is in a driving state for performing power transmission when is selected,
(d) when switching from the non-drive range to the drive range by the selection operation means, if the input rotation speed of the power transmission switching means is a predetermined value or more, the power source and the power transmission switching means And an input restricting means for restricting power transmission during the operation.

The limitation of the power transmission is a concept including the case where the power transmission is interrupted.

[0020]

In the control device for a hybrid vehicle according to the first invention, the reaction torque of the motor generator is started up with a plurality of different characteristics in accordance with a predetermined start-up condition. Correspondingly, a torque is output from the output member. For example, when the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value, the second
By controlling the start-up characteristics as in the invention to the fourth invention, it is possible to prevent the occurrence of a shift shock and the application of an excessive load to the drive system.

In the fifth aspect of the present invention, since the rising characteristics of the reaction torque differ between the forward drive range and the reverse drive range, for example, the reaction force torque corresponding to the gear ratio is adjusted so that the drive force (creep torque) becomes substantially equal. If the start-up widths are different, the shift shock at the time of operation to the forward drive range and the operation at the time of operation to the reverse drive range are substantially the same, so that the driver does not feel uncomfortable.

In the sixth aspect, when the low μ road running mode is selected, the rising width of the reaction torque is made smaller than usual, so that the slip at the time of starting can be prevented well.

According to the seventh aspect of the present invention, the reaction torque is feedback-controlled so that a predetermined physical quantity that changes in relation to the control of the reaction torque becomes a predetermined target value. Driving force startup characteristics as desired can be obtained.

In the eighth invention, the reaction torque is controlled in accordance with a predetermined target value, and the target value is learned and corrected in accordance with the control result. Driving force rising characteristics can be obtained.

According to the ninth aspect, when the input rotation speed of the power transmission switching means is equal to or more than a predetermined value, the motor generator is controlled so that the input rotation speed decreases. , And the shift shock and the load on the drive system when power is transmitted from the power source to the drive wheels via the power transmission switching means are reduced.

According to the eleventh aspect, when the input rotation speed of the power transmission switching means is equal to or higher than a predetermined value, power transmission between the power source and the power transmission switching means is limited. The resulting shift shock and the load on the drive system are reduced.

[0027]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The hybrid vehicles of the ninth to eleventh aspects of the present invention use a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, and additionally use a motor generator. It can be applied to various types of hybrid vehicles including an engine and a motor generator as power sources for running the vehicle, such as an assist type. The present invention can also be applied to a hybrid vehicle having a combining and distributing mechanism as in the first invention.

The power transmission switching means is preferably an automatic transmission of a planetary gear type or the like in which a driving state and a non-driving state are switched by a hydraulic friction engagement means such as a hydraulic clutch and a brake, and further, a shift speed is switched. Although it is used, it is also possible to use a continuously variable transmission or a manual transmission.
The selection operation means is, for example, a shift lever, and is configured to mechanically or electrically switch the power transmission switching means.

The reaction torque of the motor generator by the start-up control means is a torque required for transmitting the engine torque to the output member, and its direction depends on the connection relationship with the composite distribution mechanism, the rotation direction of the output member, and the like. Is determined.
For example, the combining and distributing mechanism is a planetary gear device, the first rotating element is a ring gear, the second rotating element is a sun gear, the third rotating element is a carrier, and the third rotating element is moved in the same direction as the first rotating element, that is, the engine. In the case of rotation, a torque for rotating the motor generator in the same direction as the engine may be generated. Specifically, since the motor generator is rotated in the opposite direction to the engine during electrical neutral, it is sufficient to generate a reverse rotation torque (torque in the same direction as the engine rotation) opposite to the rotation direction. The regenerative braking torque may be generated by the power generation control until the reverse rotation of is stopped.

The predetermined start-up conditions of the first invention are as follows:
Whether the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value as in the second to fourth inventions, whether the vehicle is in the forward drive range or the reverse drive range as in the fifth invention, or travels on a low μ road as in the sixth invention This indicates whether a mode (such as a snow mode) has been selected. In addition, the accelerator operation amount, the rate of change in the accelerator operation amount, vehicle speed, hold mode, whether a special mode such as a sports mode has been selected, etc. ,
Various vehicle conditions can be set. The start-up characteristic of the reaction torque is determined by the start-up width, the rate of change, and the like. Further, the present invention can be applied not only to the case where the accelerator is ON but also to the case where the creep torque is generated in the drive range when the accelerator is OFF.

Since there is a possibility that the motor torque varies due to disturbances such as the temperature of the motor coil, and there are individual differences and changes with time, it is necessary to perform feedback control or learning control as in the seventh and eighth inventions. Is desirable. For example, feedforward control is performed so that a predetermined physical quantity that changes in association with the reaction force torque control such as the torque and rotation speed of the output member changes according to a predetermined target pattern (target value), and feedback control is performed according to the deviation. It is desirable. Further, it is desirable to learn and correct the target pattern (target value) of the feedforward control in accordance with, for example, a deviation or a correction amount at the time of the feedback control. In this learning control, the motor coil temperature and the engine torque (the accelerator operation amount, etc. ), It is desirable to use a learning map in which the type of shift, the oil temperature of power transmission switching means such as an automatic transmission, and the like are used as parameters. Parameters related to reaction torque startup other than feedback control,
For example, the learning control of the target pattern can be performed using the time required for the start-up.

In the eighth invention, for example, feedforward control is performed so that the reaction torque becomes a predetermined target value, and the target value is learned and corrected. The present invention can be implemented in various modes such as a feedback control of a reaction torque so that a predetermined physical quantity changes according to a predetermined target value, and a learning correction of the target value.

The second to fourth inventions are for preventing a shift shock or an overload from occurring due to engine inertia due to a change in the engine speed during a drive shift. For example, it is desirable to apply to the case where the speed is about 5 to 10 km / hour or less. In the third invention,
It is desirable to perform the fuel cut control so that the engine speed becomes low irrespective of the accelerator operation amount.

In the ninth aspect of the invention, when the input member of the power transmission switching means is rotated based on the output of the motor generator, the torque of the motor generator may be reduced as in the seventh aspect of the invention. When the input member of the power transmission switching means is rotated based on the output, and when the motor generator is rotationally driven in conjunction with the engine rotation, a reverse rotation torque that rotates in the opposite direction to the rotation direction by energization. Or regenerative braking torque by power generation control may be generated.

In the ninth and tenth aspects of the present invention, when the input member of the power transmission switching means is rotated based on the engine output, it is desirable to reduce the engine output by using a fuel cut together with the control of the motor generator. If the motor generator cannot be used due to an excess or deficiency in the state of charge SOC, it is preferable to perform the fuel cut only. Also in the eleventh invention, it is possible to use fuel cut together.

The ninth to eleventh aspects of the invention are for preventing a shift shock or an overload from occurring due to a change in the engine speed at the time of a drive shift or an inertia accompanying a change in the motor speed. When the vehicle speed is substantially 0, for example, when the vehicle speed is about 5 to 10 km / hour or less, it is desirable to apply the present invention. In addition, since the inertia differs depending on whether the engine is driven or the motor is driven, it is desirable to set the control execution condition, that is, the threshold value of the input rotation speed to a different value according to the operation state of the power source.

The input limiting means of the eleventh invention is constituted by, for example, a clutch for interrupting power transmission.
In the case of having the combining and distributing mechanism as in the present invention, the case where the motor generator is in the no-load state and is electrically neutral may be used. The input limiting means only needs to limit (including shut off) power transmission between the power transmission switching means and the engine or motor generator as the power source at that time.

According to the ninth to eleventh aspects of the present invention, predetermined control is performed when the input rotation speed of the power transmission switching means is equal to or higher than a predetermined value. When the input member is connected, the input rotation speed itself can be detected and determined. However, the determination may be made by detecting the engine rotation speed or the motor rotation speed. When the power source and the input member of the power transmission switching means are shut off in the non-drive range, the determination may be made by detecting the engine speed or the motor speed.

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 device 10
Is for an FR (front engine / rear drive) vehicle, an engine 12 such as an internal combustion engine that operates by burning fuel, a motor generator 14 used as an electric motor and a generator, and a single pinion type planetary gear device. An automatic transmission 16 and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and transmit power from the output shaft 19 to left and right drive wheels (rear wheels) via a not-shown propeller shaft and a differential device.

[0040] In the planetary gear device 16 is synthesized distributing mechanism for mechanically synthesizing distribute forces constitute an electric torque converter 24 together with the motor-generator 14, the ring gear 16r is through a first clutch CE ₁ as the first rotation element Sun gear 16 as a second rotating element
s is connected to the rotor shaft 14r of the motor generator 14, and the carrier 16c as the third rotating element is connected to the input shaft 26 of the automatic transmission 18. Further, the sun gear 16s and the carrier 16c are used as arbitrary two rotating elements.
There has been adapted to be connected by the second clutch CE _2. First clutch CE ₁ and second clutch CE
Reference numeral ₂ denotes a friction type multi-plate clutch which is engaged and released by a hydraulic actuator. 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. The input shaft 26 corresponds to an input member of the automatic transmission 18, but also functions as an output member that outputs power from the planetary gear device 16.

The automatic transmission 18 corresponds to a power transmission switching means, and includes a sub-transmission 20 composed of a front type overdrive planetary gear unit, and a four-stage forward and one-stage reverse main transmission composed of a simple connection of three planetary gear trains. Machine 2
2 is combined. More specifically, the auxiliary transmission 20 includes a single pinion type planetary gear set 32, a hydraulic clutch C ₀ , a brake B _0, which is frictionally engaged by a hydraulic actuator, and a one-way clutch F _0. Have been. The main transmission 22 includes a third set of single-pinion type planetary gear unit 34, 36, 38, clutch C ₁ hydraulic that are frictionally applied by hydraulic actuators, C _2, the brake B _1, B _2, B ₃ , B
₄ and one-way clutches F ₁ and F ₂ .

The hydraulic circuit 44 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40, so that the clutches C ₀ , C ₁ , C ₂ and the brake B, which are the engagement means, are engaged. _0, B _1,
B ₂ , B ₃ , and B ₄ are engaged and released, respectively, as shown in FIG.
Neutral (N) shown in the figure, 5 forward steps (1st
5th), the first reverse speed (Rev), and the parking (P) (not shown) are established. Note that the automatic transmission 18 and the electric torque converter 24 are configured substantially symmetrically with respect to a center line, and a lower half of the center line is omitted in FIG.

The shift lever 40 corresponds to a selection operation means, and as shown in FIG. 5, "P", "R",
A total of eight ranges of “N”, “D”, “4”, “3”, “2”, and “L” can be selected, and a non-drive range of the “P” range or the “N” range Is selected, the automatic transmission 18 is in a non-drive state in which power transmission is interrupted,
That is, the parking state or the neutral state (FIG. 3)
N). When the “D” range, which is the forward drive range, is selected, the automatic transmission 18 is in a forward drive state in which power is transmitted so as to move the vehicle forward, that is, 1st to 1st in FIG.
When any of the 5th speeds is established and the “R” range, which is the reverse drive range, is selected, the automatic transmission 18 is set in the reverse drive state in which power is transmitted to reverse the vehicle, that is, Rev in FIG. It is established.

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" indicates engagement, and "●" indicates that the shift lever 40 is in the engine brake range, such as the "3", "2", and "L" ranges. Engaged when operated to the low speed range of
A blank indicates non-engagement. In this case, the neutral N, the reverse shift speed 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. 1st to 5th when is operated to “D” range
Are electrically controlled by solenoid valves SL1 to SL4. Further, the speed ratio of the forward speed is reduced stepwise as it goes from 1st (first speed) to 5th (fifth speed), and the 4th speed ratio i ₄ = 1
(Direct connection). The gear ratio shown in FIG. 3 is an example.

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

The third brake B ₃ is connected via an oil passage 75 to a brake port 74 communicating with the input port 73 at the first shift speed and the second shift speed 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.

[0049] 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 the orifice control valve 105.

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

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

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

Reference numeral 121 denotes an accumulator for the second brake B ₂ , and an accumulator control pressure P _ac regulated in accordance with a signal pressure P _SLN output from the linear solenoid valve SLN is supplied to a back pressure chamber thereof. It has become. The 2-3 shift valve 71 at the time of 2 → 3 shift
When switched, the second brake B ₂ D range pressure via the oil passage 87 (the line pressure PL) is supplied, a piston 121p of the accumulator 121 begins to rise by the line pressure PL. While the piston 121p is rising, hydraulic (engagement pressure) P _B2 supplied to the brake B ₂ is the accumulator control pressure P _ac which urges the downward biasing force and the piston 121p of the spring 121s downward Approximately constant, strictly speaking, is gradually increased with the compression deformation of the spring 121s,
When the piston 121p reaches the rising end, it is raised to the line pressure PL. 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 stage 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.

[0055] 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 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.

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 receives an accelerator operation amount θ from the accelerator operation amount sensor 62,
_AC , vehicle speed V (rotation speed N _O of output shaft 19 of automatic transmission 18)
The corresponding), in addition to the signal representative of the rotational speed N _I of the input shaft 26 of the automatic transmission 18 is supplied, the engine torque T _E and the motor torque T _M, the engine speed N _E, the motor rotational speed N _M,
Power storage amount SOC of power storage device 58, brake ON, OF
F, information about the operation range (shift position) of the shift lever 40, and the like are supplied from various detection means and the like, and perform signal processing according to a preset program. 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 motor current and the charging efficiency during charging motor generator 14 functions as a generator It is required from such.

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
As shown in FIG. 6, the hybrid control controller 50 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. A rotational driving state in which the rotor is driven by the torque; a charging state in which the electric energy is charged into 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 that allows the operation to be performed. The first clutch CE ₁ and the second clutch CE ₂ are switched between the engaged and disengaged states by the hybrid controller 50 switching the hydraulic circuit 44 via an electromagnetic valve or the like. The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL4, the linear solenoid valve SLU,
The excitation state of the SLT and SLN is controlled, and the hydraulic circuit 44 is switched or the hydraulic control is performed, whereby the operating state (for example, the accelerator operation amount θ _AC and the vehicle speed V
) Is automatically switched in accordance with a predetermined shift condition using the parameter as a parameter. The automatic shift control controller 50 functions as shift control means.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode. The part executing the flowchart of FIG. 7 in the series of signal processing by the hybrid control controller 50 functions as mode switching means.

In FIG. 7, in step S1, it is determined whether or not an engine start request has been issued, for example, to run the vehicle using the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. It is determined whether there is a command to start the engine 12 or the like.
In mode 2, mode 9 is selected. Mode 9, the first clutch CE ₁ As is clear from FIG 8 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 (a range in which shift control is performed only at a low speed shift stage and engine brake and regenerative braking are applied), and an accelerator operation amount θ _AC
Is determined to be 0 or simply the accelerator operation amount θ _AC is 0 or not. If this determination is affirmed, step S4 is executed. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step 8 is selected. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the power storage device 58 and the like.

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

[0063] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated. Further, since the first clutch CE ₁ is shut off is released the engine 12, since with no energy loss due to pulling rubbing of the engine 12, the electricity storage amount SOC is executed when less than the maximum storage amount B, Power storage amount SOC of power storage device 58
Does not become excessive, thereby impairing performance such as charge and discharge efficiency.

If the determination in step S3 is denied, that is, if there is no request for the braking force, step S7 is executed to determine whether or not the engine start is requested, for example, by controlling the engine 12 such as mode 2 or mode 3. The determination is made based on whether or not the vehicle is stopped during running as a power source, that is, whether or not the vehicle speed V ≒ 0. If this determination is affirmative, it is determined in step S8 whether the non-drive range, that is, the "P" range or the "N" range has been selected by the shift lever 40, and if not, the flow proceeds to step S9. Mode 5 is selected, and in the case of the non-drive range, mode 7 is selected in step S10.

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque (reaction torque) of the vehicle. The predetermined regenerative braking torque is set so that a predetermined creep torque can be obtained even when the accelerator is OFF, that is, even when the accelerator operation amount θ _AC is substantially zero. Generated. When the gear ratio of the planetary gear device 16 and [rho _E, the engine torque T _E: output torque of the planetary gear device 16: motor torque _{T M = 1: (1 +} ρ E): ρ , and therefore _E, for example, the gear ratio [rho _E Assuming a general value of about 0.5,
By half the torque of the engine torque T _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, the torque of motor generator 14 is (1+
ρ _E ) / ρ _E times as high torque start can be performed. Further, if the motor current is cut off and the motor generator 14 is set in the no-load state, the output from the carrier 16c becomes 0 only by rotating the rotor shaft 14r in the reverse direction.
The vehicle stops. That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force,
In (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle. Step S9 of selecting and executing mode 5 functions as start-up control means.

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.

Mode 7 selected in step S10 includes:
As can be appreciated the first clutch CE ₁ engages from FIG 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Thus, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while traveling using the engine 12 as a power source, such as in mode 2 or mode 3, and the engine can be started in mode 5 substantially. Further, in this mode 7, the throttle valve opening and the like are controlled in accordance with the accelerator operation amount θ _AC and the accelerator operation amount θ similarly to the engine traveling mode (mode 2).
Even when the accelerator is off when the _AC is substantially zero, the engine is operated at a predetermined idle speed. Step S10 of selecting and executing the mode 7 functions as an electrical neutral achieving means.

If the determination in step S7 is negative, that is, if there is no request for starting the engine, step S1 is executed.
1 to determine whether the required output Pd is equal to or less than a first determination value P1 set in advance. The required output Pd is an output necessary for running the vehicle including the running resistance, and is the accelerator operation amount θ _AC
And the speed of change thereof, the vehicle speed V (the output rotational speed N _O ), the gear position of the automatic transmission 18, and the like, are calculated by a predetermined data map, an arithmetic expression, or the like. The first determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the above, it is determined through experiments and the like that the amount of exhaust gas, fuel consumption, and the like are reduced as much as possible.

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

[0070] The Mode 1, FIG. 8 as apparent first release 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.

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

If the determination in step S11 is negative,
That is, when the required output Pd is larger than the first determination value P1, in step S15, it is determined whether the required output Pd is larger than the first determination value P1 and smaller than the second determination value P2.
That is, it is determined whether or not P1 <Pd <P2. The second determination value P2 is determined by determining whether the engine 12 and the motor generator 14
Is a boundary value of a high load region in which the vehicle travels using both of the power sources as power sources. In consideration of energy efficiency including charging at the time of the engine 12, the exhaust gas amount, the fuel consumption amount, and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption. Stipulated.
If P1 <Pd <P2, step S16 is followed by step S16.
It is determined whether or not OC ≧ A. If SOC ≧ A, mode 2 is selected in step S17. If SOC <A, mode 3 is selected in step S14. Also, Pd ≧
If P2, it is determined in step S18 whether SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

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

To summarize the operating conditions of the modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, the mode 1 is selected in step S13 and the vehicle runs using only the motor generator 14 as a power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources. When SOC <A, the power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where the required output Pd is smaller than the second determination value P2. In the high load region equal to or greater than the determination value P2, mode 2 is selected in step S17, and high-power running is performed by the engine 12 without performing charging.

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

The hybrid control controller 50 also performs a drive shift from the non-drive range to the drive range.
The start-up control is performed according to the flowchart shown in FIG. In the series of signal processing, a part for executing steps SA6 to SA8 in FIG. 9 constitutes the start-up control means according to claims 1 to 4 together with step S9, and a part for executing steps SA9 and SA10 is described in claims. 9
And 10 corresponds to the motor control means at the time of the drive shift.

In FIG. 9, in step SA1, it is determined whether or not the shift lever 40 has been shifted from the N range to the D range (N → D shift). In step SA2, the shift operation has been shifted from the N range to the R range. It is determined whether or not (N → R shift). In step SA3, it is determined whether or not a shift operation has been performed from the P range to the R range (P → R shift). The operation range of the shift lever 40 is detected by a shift position sensor 66 (see FIG. 2) and can be determined based on the signal. If any of these shift operations are performed,
In step SA4, it is determined based on the determination result of FIG. 7 whether or not the vehicle is driven by the motor generator 14 as a power source, that is, the vehicle is driven in the mode 1 based on the determination result in FIG. If the motor is not started, the engine 12 is turned off at step SA5.
Is determined based on the determination result shown in FIG. 7. If the engine is started, steps SA6 and subsequent steps are executed.

[0078] whether step SA9 is executed when the motor starting Kyugakarigo starting, for example, and the motor rotational speed N _M by the vehicle speed V ≒ 0 is judged by like whether a preset predetermined value N _M1 above, If it is not a sudden engagement start, step SA11
Is performed, but in the case of sudden engagement start, a reduction control of the motor torque T _M is performed in step SA10. For motor starting (mode 1), since the second clutch CE ₂ is a planetary gear device 16 rotates integrally engaged state, the motor rotation speed N _M is equal to the input speed N _I of the automatic transmission 18. In the motor running mode (mode 1), the torque of motor generator 14 is controlled in accordance with accelerator operation amount θ _AC irrespective of the non-drive range or the drive range. Predetermined value N _M1, the motor-generator 14 to such clutches C ₁ and C ₂ which are engagement control at the time of driving the shift
An appropriate value is set in order to prevent the durability and the like from being impaired due to an excessive load acting due to inertia such as the above, and it is also possible to set a different value depending on the type of drive shift.

[0079] The normal control in step SA11, but is intended to control the motor torque T _M according such predetermined torque map or an arithmetic expression such as accelerator operation amount theta _AC as a parameter, the motor rotational speed N _M or input since the rotation speed N _I is smaller than the predetermined value N _M1, it does not impair the durability acts an excessive load on such clutches C ₁ and C _2. Accelerator operation amount θ Accelerator OFF when _AC is almost 0
However, the motor torque T _M is controlled such that a predetermined creep torque is obtained in the drive range. Step S
In A10, since the motor torque T _M is reduced and the motor speed _NM is reduced, the clutches C ₁ and C
_{In addition} to preventing an excessive load from acting on _{2 and the} like, thereby deteriorating durability and the like, shift shock due to driving force fluctuation and the like is reduced.

Step SA6 executed when starting the engine
In whether Kyugakarigo start, it is determined by such whether for example the vehicle speed V ≒ 0 at and engine speed N _E is a predetermined value N _E1 above, step SA if not Kyugakarigo start
In step SA7, the startup characteristic of the motor torque (reaction force torque) T _M is changed in step SA7. In the case of starting the engine, the reaction torque of the motor generator 14 is raised to transmit the power to the input shaft 26. However, when the engine speed _NE is high, the automatic transmission 18 is started.
Because and excessive load by inertia, such as the engine 12 to the driving system such as a propeller shaft acts durability is impaired, the predetermined value N _E1 is an appropriate value as such an excessive load does not act Is set. Inertia of the engine 12 is usually greater than the motor-generator 14, the predetermined value N _E1 value smaller than the predetermined value N _M1, for example, a value of approximately 3000rpm is set. It is also possible to set different values depending on the type of drive shift.

The normal control in step SA8 is performed by
Operation amount θ_ACEtc. as parameters.
Throttle valve opening and fuel injection amount according to the
Controls the motor generator 14
Data torque (reaction torque) T _MA predetermined standard
Automatic transmission 1
8, the engine speed N_EIs a predetermined value N
_E1Excessive load acts on automatic transmission 18 etc. due to smaller size
There is no loss of durability. Accelerator operation amount θ
_ACMotor torque T_MIs
By being launched according to the semi-startup characteristics,
A predetermined creep torque based on the idle rotation of the gin 12
Is obtained. Engine speed N in FIG._EAnd m
Ta torque (regenerative braking torque) T_MThe graph shown by the broken line
8 shows the case of normal control of accelerator OFF. What
FIG. 10 is a time chart at the time of N → D shift._C1
Is clutch C₁Of the clutch C₁Engagement
After completion, torque control of motor generator 14 is performed.
You.

In step SA7, the startup characteristic of the motor torque (reaction force torque) T _M is changed so that the power transmission to the automatic transmission 18 is performed gently, whereby the excessive load on the automatic transmission 18 and the like is changed. Is prevented from deteriorating durability and the like. The start-up characteristic of the motor torque T _M in this case, or normally launched in more slowly as shown by the solid line in the FIG. 10 (a), the engine rotational speed N _E as shown by the dashed line in (b) It is appropriate to prohibit the start-up until the rotation speed becomes equal to or less than a predetermined allowable number of revolutions, or to make the start-up width smaller than usual as shown by the two-dot chain line in (c). Since the rapid change of the engine speed N _E is prevented either case, the reduced inertia of the engine 12 based on the rotation change, with the load acting on the automatic transmission 18 or the like is reduced, the driving force variation such as The shift shock due to is reduced. It said (a), (b), start-up characteristics, respectively claim 2 (c), claim 3, equivalent to an embodiment according to claim 4, in the column of the engine rotational speed N _E of FIG. 10 The graphs of (a), (b), and (c) show
, (B), and (c). (B) shows the case where the output of the engine 12 is forcibly reduced regardless of the accelerator operation amount θ _AC by performing the fuel cut control.

[0083] In the present embodiment this manner, when the engine starting mode 5 and a (according to the driving shift includes the case of only generating a creep torque) the engine speed N _E is in a predetermined value N _E1 or in the case of sudden engagement start of the vehicle speed V ≒ 0, since the start-up characteristic of the reaction force torque T _M of the motor generator 14 is changed so that power transmission to the automatic transmission 18 is gradually performed in step SA7 This prevents a shift shock or an excessive load on the drive system.

Further, when the motor starts (including the case where only the creep torque is generated in accordance with the drive shift) and the motor speed _NM is equal to or higher than the predetermined value _NM1 and the vehicle speed V ≒ 0 suddenly starts. In the case of, the torque T _M of the motor generator 14 is reduced so that the input rotation speed N _I is reduced. Therefore, the inertia of the motor generator 14 and the like is reduced by the reduction in the rotation speed, and the shift shock and the drive The load on the system is reduced.

[0085] Incidentally, steps SA6, sudden engagement start determination of whether the SA9, such as addition of the accelerator operation amount theta _AC is an accelerator ON state less than a predetermined value in terms of Kyugakari engagement starting, appropriately modified It is possible to

Next, another embodiment of the present invention will be described. FIG. 11 is executed in place of the flowchart of FIG. 9 and constitutes an embodiment of the invention described in claims 1, 5 and 6, wherein the control by the hybrid control controller 50 is performed. Steps SB2, SB3, SB4, SB5, SB7, SB1 of a series of signal processing
1. The start-up control means includes a part for executing SB13.

In FIG. 11, in step SB1, it is determined whether or not the result of the determination in FIG. 7 is the engine start mode (mode 5).
In step 2, it is determined whether or not an N → D shift has been made, or strictly, whether or not the mode has been changed from mode 7 to mode 5 by an N → D shift. Then, in the case of the N → D shift, the start-up control of the forward drive in step SB5 and below is executed, but in the case of not the N → D shift, N → R in steps SB3 and SB4, respectively.
It is determined whether or not the shift is a P → R shift. If the shift is an N → R shift or a P → R shift, the start-up control of the reverse drive in step SB11 and thereafter is executed.

In steps SB5 and SB11, the reaction torque characteristic of the motor generator 14, in this embodiment, the start-up characteristic of the regenerative braking torque is set according to the vehicle state at that time. In steps SB6 and SB12, the clutch Whether or not the engagement of C ₁ and C ₂ has been completed, that is, whether or not the automatic transmission 18 has been switched to the forward drive state or the reverse drive state, for example, by measuring the elapsed time by a timer or detecting the oil pressure Drip clutch C ₁ ,
C ₂ is determined by or to detect the rotational speeds of the front and rear members. R
Although the range is brought brake B ₄ is also engaged, the brake B ₂ etc. relation hydraulic circuit is engaged prior to the engagement of the clutch C _2, whether or not the engagement of the clutch C ₂ is completed Just judge.

[0089] When the engagement of the clutch C ₁ or C ₂ is completed, step SB7, SB13 is executed, the motor torque (regenerative braking torque) of the motor generator 14 T _M a startup set in each step SB5, SB11 Start up by feed forward control etc. according to the characteristics. As a result, power is transmitted to the automatic transmission 18, and a predetermined driving force is generated. In steps SB8 and SB14, it is determined whether or not the vehicle speed V has become equal to or higher than predetermined determination vehicle speeds V ₁ and V ₂ , respectively.
When the vehicle speeds become equal to or higher than the determination vehicle speeds V ₁ and V ₂ , end control of mode 5 is performed in step SB9, and normal control, that is, control based on FIG.
Then, the mode shifts to an engine traveling mode (mode 2) in which the vehicle travels using the power source 2 as a power source. The motor torque T is set so that the motor generator 14 rotates in the same direction as the engine 12.
It may be provided with a reaction torque by generating a _M, the engine rotational speed N _E and the motor rotational speed N _M and the mode 2 to mode 5 by increasing the reaction force torque until substantially coincide It is desirable to move. The same applies to other embodiments.

Here, since the hybrid drive device 10 of the present embodiment does not include a fluid type torque converter, the engine torque _TE is directly changed according to the motor torque (regenerative braking torque) T _M of the motor generator 14. Since the torque is transmitted to the automatic transmission 18, the motor torque _TM is started with different start-up characteristics according to a predetermined start-up condition according to the vehicle state, thereby preventing shift shock and overload while preventing the driver from shifting. A drive force start-up characteristic that matches the intention is obtained. For example,
12 N → D when immediately after the shift to the accelerator has been depressed, start-up characteristics of the motor torque T _M in accordance with the magnitude of the accelerator manipulated variable theta _AC (standing increase range and rate of change)
There is adapted to be set, indicated by the solid line (a) has a small stand gains and the rate of change in the accelerator operation amount theta _AC is small, indicated by the dashed line (b) is moderate accelerator operation amount theta _AC In the case of (1), the start-up width and the change rate are medium, and (c) shown by the two-dot chain line indicates that the start-up width and the change rate are large when the accelerator operation amount θ _AC is large.

[0091] Further, FIG. 13 shows a case of setting the start-up characteristic of the motor torque T _M (start-up rate of change) in accordance with a change rate of the accelerator operation amount theta _AC, the final accelerator operation amount theta
_{Even if} the magnitude of _AC is the same, different characteristics are set. In other words, the solid line indicates a small (slow) start-up change rate when the rate of change of the accelerator operation amount θ _AC is small, and the dashed line indicates a moderate start-up change rate when the change rate of the accelerator operation amount θ _AC is medium. The two-dot chain line indicates that the startup change rate is large (sudden) when the speed of change of the accelerator operation amount θ _AC is large.

FIG. 14 shows a case in which the snow mode or the hold mode can be selected by, for example, the pattern select switch 65 (see FIG. 2). In the snow mode or the hold mode, the rising width is smaller than in the normal mode indicated by the solid line. In addition, the driving force (creep torque) is reduced. The snow mode is a mode in which driving force control and gear shifting control suitable for traveling on a low μ road such as a snowy road are equivalent to the low μ road traveling mode, and the vehicle starts by reducing the creep torque as described above. Time slip is well prevented. The pattern select switch 65 corresponds to mode selection means. The hold mode is a mode for preventing the vehicle from retreating on a slope or the like, and basically does not require creep torque. In addition, when a mode that emphasizes driving performance, such as a power mode or a sports mode, can be selected, such a mode is used to increase the rate of change of the motor torque T _M in startup in comparison with the economy mode or the normal mode. It can be implemented in various modes depending on the state.

FIG. 15 shows a case where the rising width is changed depending on whether the shift is N → D or N → R.
The rising width is smaller at the time of the N → R shift indicated by the alternate long and short dash line than at the time of the shift. As shown in FIG. 3, the speed ratio of Rev (reverse drive state) established in the R range is larger than 1st (forward drive state) established in the D range, but the rising width of the motor torque T _M is large. By making it smaller, for example, the creep torque at the time of accelerator OFF can be made substantially the same.

Each of the above-mentioned cases corresponds to an embodiment of the invention described in claim 1, but the case of FIG. 14 also corresponds to an embodiment of the invention described in claim 6, and FIG. The case of No. 15 corresponds to an embodiment of the invention described in claim 5.
When the vehicle is traveling (V <V ₁ ), the change in the rotation speed of the engine 12 is small and the inertia is small compared to when the vehicle is stopped (V = 0). Thus, it is possible to increase the rate of change in startup.

As described above, in this embodiment, N → D, N →
When the engine start control of mode 5 is performed during the drive shift of R or P → R, the motor torque (regenerative braking torque) T with different startup characteristics according to the startup condition predetermined according to the vehicle state. _{Since M} can be started, the start-up characteristic of the driving force that matches the driver's intention can be obtained while preventing shift shock and overload.

In FIG. 14, when the snow mode is selected by the pattern select switch 65, the rising width of the reaction torque is set to be smaller than usual, so that the vehicle starts on a low μ road. Is effectively prevented from slipping. In FIG. 15, the start-up width is changed depending on whether the shift is in the D range or the R range. For example, the creep torque when the accelerator is off is substantially the same regardless of the difference in the speed ratio between the two ranges. The shift shock at the time of operation to the range is substantially the same, and the driver does not feel uncomfortable.

FIG. 16 shows a case where the start-up control of the motor torque (regenerative braking torque) T _M at the time of starting the engine (mode 5) is feedback-controlled and learning-corrected, and is suitably applied to the embodiment of FIG. Is done. This embodiment constitutes an embodiment of the present invention described in claims 7 and 8, and includes a hybrid control controller 50.
A part of the series of signal processing according to the above which executes each of the steps SC1 to SC9 corresponds to a start-up control unit.

At step SC1, it is determined whether or not the drive shift is N → D, N → R or P → R. If it is a drive shift, it is determined at step SC2 whether or not the mode 5 is the engine start mode. Then, the in the case of mode 5 executes step SC3, sets the reference torque characteristic T _TRG of the input shaft 26, the reference torque characteristic T _{TR G}
And a learning value (correction value) ΔT _TRG to obtain a target torque characteristic T _TRG ^* . The reference torque characteristic T _TRG is basically set according to the vehicle state such as the sports mode or not, the snow mode or not, the type of drive shift, the starting gear and the like, as in the above embodiment. 14 motor coil temperature T _TEMP , automatic transmission 18 T / M oil temperature T
_ATF, the accelerator operation amount corresponding to the engine torque T _E theta
_{AC and the} like are defined as parameters. Learning value ΔT
_{The TRG is} also stored in the learning map using the T / M oil temperature T _ATF , the motor coil temperature T _TEMP , the accelerator operation amount θ _{AC and the} like as parameters as shown in FIG.

In the next step SC4, a target start-up characteristic T _M ^{* from} which the target torque characteristic T _TRG ^* is obtained is set using the engine output (accelerator operation amount θ _AC or the like) as a parameter. The target start-up characteristic T _M ^* is a start-up characteristic of the motor torque (regenerative braking torque) T _M of the motor generator 14, and the motor generator 14 is feed-forward controlled so as to change according to the target start-up characteristic T _M ^*. You. The target start-up characteristic T _M ^* corresponds to the target value of claim 8. In step SC5, the reference torque characteristic T
The deviation ΔT between _TRG and the actual input torque T _I is obtained, and it is determined in step SC6 whether the absolute value | ΔT | of the deviation ΔT is equal to or larger than a predetermined value α.
7, the motor torque T according to the following equation (1) according to the deviation ΔT:
Correct _M. That is, the motor torque T _M is feedforward controlled to vary according to the target start-up characteristic T _M ^*, it is to feedback control so further actual input torque T _I is changed in accordance with the reference torque characteristic T _TRG. The reference torque characteristic T _TRG corresponds to the target value of claim 7, and the input torque T _I corresponds to a predetermined physical quantity that changes in association with the reaction torque control. The actual input torque T _I is detected by a torque sensor provided on the input shaft 26, for example. The predetermined value α may be 0, or a different value may be determined for each type of drive shift. Further, k in the equation (1) is a gain of the feedback control. T _M = T _M + k · ΔT (1)

In step SC8, it is determined whether or not a series of start-up control has been completed by measuring the elapsed time by a timer, the input torque T _I , the input rotation speed N _{I, and the} like. Calculates a new learning value (correction value) ΔT _TRG and rewrites the corresponding portion of the learning map. This learning value ΔT _TRG is obtained based on the correction amount k · ΔT during the feedback control. That is, when the deviation (deviation ΔT) of the feedback control is large, the target torque characteristic T _TRG ^* and the target start-up characteristic T _M ^* are changed so that the deviation is eliminated from the beginning.

[0102] In this case, T / M oil temperature T _ATF and motor coil temperature T _TEMP, so that the input torque T _I is varied to a predetermined reference torque characteristic T _TRG according to the accelerator operation amount theta _AC (engine torque) Since the start-up control of the motor torque T _M is performed at the same time, there is no shift shock or overload due to the difference between the T / M oil temperature T _ATF , the motor coil temperature T _TEMP , and the accelerator operation amount θ _AC. . Further, the motor torque T _M is feedback-controlled so that the input torque T _I changes in accordance with the reference torque characteristic T _TRG, and the target start-up characteristic T _M ^* is learned and corrected based on the correction amount k · ΔT of the feedback control. , Higher control accuracy can be obtained and the engine 1
2, regardless of individual differences between the motor generators 14 and changes in output torque characteristics with time, suitable start-up control is always performed.

In the above example, the motor torque T _M is feedback-controlled using the input torque T _I as a parameter. However, shifts such as the motor rotation speed N _M , the engine rotation speed N _E , and the input rotation speed N _I are performed. The motor torque T _M may be feedback-controlled using other physical quantities that change at times as parameters.

The embodiment shown in FIGS. 18 and 19 relates to a start-up control (creep control) in an accelerator OFF state at the time of a drive shift. This is an embodiment, and a start-up control unit is configured to include a part that executes each step of step SD4 and subsequent steps in a series of signal processing by the hybrid control controller 50.

At steps SD1 and SD2 in FIG. 18, it is determined whether or not the driving shift is performed and whether or not the mode is mode 5, as in steps SC1 and SC2. In step SD3, it is determined whether the accelerator is OFF, that is, whether or not the accelerator operation amount θ _AC is in an idling state where the _AC is substantially zero.
_Judge using _AC or idle switch (not shown),
If both determinations are YES, the start-up control of step SD4 and thereafter is executed.

In step SD4, it is determined from the control state of the engine 12 whether or not the engine is in the first idling state, that is, whether or not the idling speed is high in the warm-up operation state at the start of the engine. The following is executed, but in the case of the first idle, the steps from step SD13 in FIG. 19 are executed. In step SD5, whether or not the vehicle is in the forward range, that is, the "D" range is, of course, the present embodiment employs a shift lever 40 capable of selecting a gear by manual operation.
When any of the gear positions from t to 5th is selected,
The forward range is determined based on a signal from the shift position sensor 66 and the like. If it is the forward range, step S
At D6, it is determined whether the snow mode is selected,
If it is in the snow mode, step SD10 is executed, whereas if it is not in the snow mode, it is determined in step SD7 whether or not the first speed change of the automatic transmission 18 is 1st. If it is the first start, step SD9 is executed, and if it is not the first start, step SD8 is executed. If the determination in step SD5 is NO, that is, if it is not the forward range, it is determined in step SD11 whether or not it is the R range. If it is the R range, step SD12 is executed.

Steps SD8, SD9, SD10, SD
12 is the engine output P_E, Motor torque (times)
Raw braking torque) T_MIn the step of setting
Force P _E1 to P_E4 has the relationship of the following equation (2), and the motor torque
K T_M1 to T_M4 has the relationship of the following equation (3). Automatic shifting
Input torque T of machine 18_IIs the motor torque T_MIe anti
Input torque under each condition
T_IIs the motor torque T_MHas the same relationship as
(Snow mode) <(R range) ≦ (1st start) <
(Start other than 1st), but the shift of the automatic transmission 18
Drive torque (creep torque) appropriate for each ratio
Is obtained. P_E3 <P_E4 ≦ P_E2 <P_E1 ... (2) T_M3 <T_M4 ≦ T_M2 <T_M1 ... (3)

Each of steps SD13 to SD20 in FIG.
The steps are steps SD5 to SD12, respectively.
Steps SD16, SD17, SD18, S
Engine output P set in D20_E5-P_E8 is different
Just do it. This is the output associated with the first idol
The engine output P_E1 to P _E
Each is greater than 4.

Also in the present embodiment, the magnitude of the motor torque T _M , that is, the start-up width differs depending on the vehicle state, that is, the snow mode, the R range, the first start, or the start other than the first start. An appropriate driving torque (creep torque) that matches the driver's intention can be obtained while preventing overload.

At the time of the first idling, the engine output P _E is increased. However, since the motor torque T _M is the same as that at the time of the normal idling, the input torque T _I and the creep torque are irrespective of the increase of the engine output P _E. The magnitude is maintained at about the same level as during normal idling, and the creep torque does not increase during first idling, and the driver does not feel uncomfortable.

Even when the engine output P _E is controlled to increase or decrease depending on the operating conditions of auxiliary equipment such as an air conditioner, the motor torque (regenerative braking torque) T _M is substantially equal to that during normal idling when the accelerator is off and the vehicle is stopped. By performing the same control, it is possible to prevent the creep torque from fluctuating due to the operating states of the accessories.

FIG. 20 is a skeleton diagram of a hybrid drive device 200 of a hybrid vehicle including a control device according to one embodiment of the present invention. This hybrid drive 2
Reference numeral 00 denotes a horizontal type for an FF vehicle, that is, an engine 12, a motor generator 14, a planetary gear unit 16, and a first clutch CE which are arranged substantially in parallel to the width direction of the vehicle.
₁ , the second clutch CE ₂ is arranged coaxially in the same connection relationship as the hybrid drive device 10, although the arrangement is different. A sprocket 202 as an output member is integrally provided on a carrier 16 c of the planetary gear device 16, and is connected to a driven sprocket 206 as an input member of the automatic transmission 204 via a chain 208.

The automatic transmission 204 is a parallel two-shaft type transmission.
A second shaft (output shaft) 212 is provided in parallel with the first shaft (input shaft) 210 on which the driven sprocket 206 is provided, and four forward gear pairs meshed with each other and a reverse idle gear are provided. And a reverse gear pair, which are connected via a hydraulically driven actuator, and hydraulic clutches 214 and 216 frictionally engaged by a hydraulic actuator and meshing clutches 218 and 220 switched by the hydraulic actuator are engaged and disengaged respectively. Neutral (non-drive state) to cut off power transmission
And the fourth forward speed (forward drive state) is established,
The reverse gear (reverse drive state) is established by the hydraulic clutch 222 frictionally engaged by the hydraulic actuator. The automatic transmission 204 corresponds to power transmission switching means, and is switched according to operation of a selection operation means such as the shift lever 40 or the like. The second shaft 212
Is provided with an output gear 224 and a bevel gear type differential 2
The gear is meshed with a ring gear 228 serving as an input member 26, and power is distributed to left and right drive wheels (front wheels) via a pair of output shafts 230 and 232. Note that the lower half of the second shaft 212 in FIG. 20 is substantially symmetrical to the upper side, and is omitted except for the output gear 224.

The hybrid drive device 200 can run in various running modes similarly to the hybrid drive device 10, and at least the engine running mode (E / G) and the motor running mode (E / G) as shown in FIG. M / G) and the engine + motor running mode (E /
G + M / G). FIG.
FIG. 9 is a diagram showing a relationship between a shift speed and an operating state of a clutch in each traveling mode, in which “」 ”indicates engagement, a blank indicates disengagement, and“ △ ”.
Indicates that either engagement or release may be used.

The hybrid drive device 200
Has a control device similar to the hybrid drive device 10, though not shown, for reading various information and performing signal processing according to the flowchart shown in FIG. The drive shift time motor control means according to the ninth and tenth aspects includes a part for executing steps SE10, SE12, SE14, and SE15 in the series of signal processing.

At step SE1 in FIG. 22, it is determined whether an N → D shift has been performed. At step SE2, N → R
It is determined whether or not a shift has been performed. If any of these shift operations has been performed, it is determined in step SE3 whether or not the vehicle speed V is equal to or lower than a predetermined determination vehicle speed _Vth .
If V ≦ V _th , the processing from step SE4 is performed. The determination vehicle speed _Vth is for performing this control when the vehicle is stopped or when the vehicle is extremely low in speed due to the influence of the inertia of the power source.

In step SE4, it is determined whether or not the vehicle is running by motor.
If the mode is the motor running mode, the process proceeds to step SE14.
Data rotation speed N_MIs a predetermined judgment value N_M1 or more
Judge. Judgment value N_M1 is motor generator 1
4 Shock or excessive
It is determined based on whether or not a load occurs, and the gear ratio is
Different values for different N → D shifts and N → R shifts
(Decrease the judgment value at the time of R shift with a large gear ratio)
It may be set. And N_M≧ N _MOne
In this case, step SE15 is executed, and the motor torque T_M
Motor speed N_MBy lowering
Power transmission is performed to the automatic transmission 204 with the drive shift
To reduce the shock and load when it is done. This is claim 10
Corresponds to an embodiment of the invention described in (1). Motor torque T_M
Is reduced by the inertia of the motor generator 14 or the like.
Motor rotation speed N considering the shear_MDifferent values depending on
Is determined. The motor torque T at this time is_MReduction control
Are the clutches 216, 220, 22 of the automatic transmission 204.
2nd engagement, 2nd clutch CE_TwoAt least one of the engagements
It should be done before the person.

If the determination in step SE4 is NO,
That is, if the mode is not the motor running mode, step S
At E5, it is determined whether or not the engine is in the engine running mode. If the engine is in the engine running mode, step SE10 is executed. In step SE10, it is determined whether the determination value N _E 1 or the engine speed N _E is predetermined. The judgment value N _E 1 is
It is determined based on whether or not a shock or an overload occurs due to the influence of inertia due to a decrease in the rotation speed of the engine 12.
2500 for N → R shift where the gear ratio is larger than the range
A value such as about rpm is set. And N _E ≧ N _E 1
In step SE11, step SE11 is executed to determine whether or not the state of charge SOC is equal to or larger than a predetermined determination value α, for example, whether or not the state of charge is equal to or larger than the minimum state of charge A that allows the motor generator 14 to be used as an electric motor. If SOC ≧ α, the motor generator 14 generates a torque T _M in the reverse rotation direction in step SE12. Thus, the engine rotational speed N _E is lowered, the shock and load during power transmission is performed to the automatic transmission 204 according to the driving shift is reduced. The magnitude of the motor torque T _{M in} the reverse rotation direction is
For example a different value according to the engine speed N _E or the like in consideration of the inertia of the engine 12 and the like are set. At this time, the control of the motor torque T _M is performed after the engagement of the clutches CE ₁ and CE ₂ is completed and before the engagement of the clutches 216, 220, 222 of the automatic transmission 204.
It is also possible to generate a regenerative braking torque to the motor generator 14 so as to lower the engine speed N _E.

If the SOC <α, the motor generator 14
If cannot be used as an electric motor, step S
By performing the fuel cut control of the engine 12 at E13, a shock or the like during power transmission is reduced as much as possible.

If the determination in step SE5 is NO,
That is, if it is not the engine drive mode, it is determined in step SE6 whether or not the engine + motor drive mode is set,
If it is the engine + motor running mode, step SE7 is executed. At step SE7, it is determined whether the determination value N _E 2 or the engine speed N _E is predetermined. The determination value N _E 2 is determined based on whether a shock or an overload occurs due to the influence of inertia due to a decrease in the rotation speed of the engine 12. A value such as about 3000 rpm and about 2000 rpm for the N → R shift are set. If N _E ≧ N _E 2, the above-described steps SE11 and subsequent steps are executed. In this case, step SE1 is performed.
In step 2, the motor torque T _M may be reduced to reduce the rotation speeds N _M and N _E , as in step SE15. At this time, the magnitude of the motor torque T _{M in} the reverse rotation direction,
Or torque reduction amount, for example, the engine 12 and the motor generator 14 in both the rotational speed N _E of it such as in consideration of the inertia, different values depending on N _M, such as is set.

If N _E <N _E2 , it is determined in step SE8 whether the motor speed N _M is equal to or greater than a predetermined determination value N _M2 . Determination value N _M 2 is determined whether or not results in a shock or overload the influence of inertia caused by the rotation speed reduction of the motor generator 14 as a reference, the determination value N _M 1 inertia of the engine 12 even taking into account A smaller value is set and the gear ratio is different.
A different value may be set for the R shift. If N _M ≧ N _M 2, the above-mentioned step SE1 is performed.
Execute one or less, but if the N _M <N _M 2, total torque T _A obtained by adding the engine torque T _E and the motor torque T _M is determined whether the determination value T _A 1 or more at step SE9 , T _A ≧ T _A 1, the processing from step SE11 is executed. The determination value T _A1 is determined based on whether or not a shock or an overload occurs due to the influence of inertia due to a decrease in the rotation speed of the engine 12 and the motor generator 14.
Different values may be set for the N → D shift and the N → R shift with different speed ratios.

[0121] According to the hybrid drive system 200 of such embodiment, N → D, if N → R motor speed N _M and the engine speed N _E during driving shift is a predetermined value or more, the since the rotational speed N _M, the motor generator 14 such that N _E decreases is controlled, the decrease amount corresponding inertia of the rotational speed is decreased, power transmission to the drive wheels through the automatic transmission 204 from the power source is performed In this case, the shift shock and the load applied to the drive system are reduced. Since the rotational speed is forcibly reduced in consideration of the inertia, inertia torque is reliably reduced as compared with a case where fuel cut is simply performed, and shift shock and the like are effectively reduced.

FIG. 23 is a flowchart showing steps SE11-S of FIG.
A flowchart executed in place of E13, wherein:
It is those, which forms one embodiment of the invention described in 1, to release the clutch CE ₁ In step SE21, interrupting the power transmission between the engine 12 and the automatic transmission 204. The part that executes this step SE21 corresponds to an input limiting means, and the clutch 2 of the automatic transmission 204 is driven by the drive shift.
16,220,222 like clutch CE ₁ before being engaged is released. Thereafter, in step SE22, the motor generator 14 is prepared for forward traveling or reverse traveling.
Generates a predetermined motor torque T _M at step SE2.
In 3 the engine speed N _E performs fuel cut control to gradually decrease.

In the present embodiment, the engine 12 as a power source is
The power transmission between the automatic transmission 204 and the automatic transmission 204 is interrupted, so that the clutches 216 and 22 of the automatic transmission 204 are associated with the drive shift even when the engine 12 is rotating at a high speed.
When the 0, 222, etc. are engaged, they are not affected by the inertia of the engine 12, and the shift shock and the load on the drive system are reduced.

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

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

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements 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 an operation range of the shift lever shown in FIG. 2;

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

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

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

FIG. 9 is a flowchart illustrating a main part of a control operation which is a feature of an embodiment to which the present invention is applied.

FIG. 10 is a time chart illustrating an example of a case where start-up control during a drive shift is performed according to the flowchart of FIG. 9;

FIG. 11 is a flowchart illustrating another example of start-up control during a drive shift.

FIG. 12 is a time chart illustrating an example of a case where start-up control during a drive shift is performed according to the flowchart of FIG. 11;

FIG. 13 is a diagram illustrating another example of the motor torque start-up characteristics set in steps SB5 and SB11 in FIG. 11;

FIG. 14 is a diagram illustrating still another example of the motor torque rising characteristics set in steps SB5 and SB11 in FIG. 11;

FIG. 15 is a diagram for explaining still another example of the motor torque rising characteristics set in steps SB5 and SB11 in FIG. 11;

FIG. 16 is a flowchart illustrating an example of a case in which a motor torque start-up control is learned and corrected.

FIG. 17 is a diagram illustrating an example of a learning map in which learning values are stored under the control of FIG.

FIG. 18 is a flowchart illustrating another example of the start-up control at the time of a drive shift, together with FIG. 19;

FIG. 19 is a flowchart illustrating another example of the start-up control at the time of a drive shift, together with FIG. 18;

FIG. 20 is a skeleton diagram illustrating another example of a hybrid drive device of a hybrid vehicle to which the present invention is suitably applied.

FIG. 21 is a diagram for explaining a relationship between a driving mode, a shift speed, and an operating state of a clutch of the hybrid drive device of FIG.

FIG. 22 is a flowchart illustrating an operation of a motor control unit at the time of drive shift of the hybrid drive device of FIG. 20;

FIG. 23 is a flowchart illustrating an embodiment of the invention described in claim 11;

FIG. 24 is a skeleton view for explaining still another example of the hybrid drive device of the hybrid vehicle to which the present invention is suitably applied.

25 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG. 24.

[Explanation of symbols]

12: Engine 14: Motor generator 16: Planetary gear device (combined distribution mechanism) 18, 60, 204: Automatic transmission (power transmission switching means) 26: Input shaft (output member) 40: Shift lever (selection operating means) 50 : Hybrid control controller 65: Pattern select switch (mode selection means) 202: Sprocket (output member) Step S10: Electrical neutral achievement means Step S9, SA6 to SA8, SB2 to SB5, SB
7, SB11, SB13, SC1 to SC9, SD4 to S
D20: Start-up control means Steps SA9, SA10, SE10, SE12, SE
14, SE15: motor control means at the time of drive shift Step SE21: input limiting means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yushi Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tsuyoshi Mika 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (11)

[Claims] An engine that operates by burning fuel, a motor generator, a first rotating element connected to the engine, a second rotating element connected to the motor generator, and a third connected to an output member. A combining and distributing mechanism having a rotating element and mechanically combining and distributing forces between them; selecting operation means capable of selecting a non-driving range and a driving range; and the non-driving range by the selecting operating means. Is selected, the motor generator is set in a no-load state to allow free rotation of the second rotating element, thereby achieving electric neutral achieving means for interrupting power transmission from the engine to the output member; When the non-drive range is switched to the drive range by the selection operation means, the reaction torque of the motor generator is reduced to zero. A start-up control unit that causes power to be transmitted from the engine to the output member via the composite distribution mechanism by increasing the start-up control unit. A control device for a hybrid vehicle, wherein the reaction torque of the motor generator is started with a plurality of different characteristics according to the set start-up conditions. 2. The starting control means according to claim 1, wherein the start-up control means starts the reaction torque more slowly than usual when the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value. A control device for a hybrid vehicle, comprising: 3. The engine control device according to claim 1, wherein when the rotation speed of the engine or the motor generator is equal to or higher than a predetermined value, the start-up control means controls the rotation until the rotation speed becomes equal to or lower than a predetermined allowable rotation speed. A control device for a hybrid vehicle, which prohibits a rise in force torque. 4. The startup control unit according to claim 1, wherein the startup control means reduces the startup width of the reaction torque when the rotation speed of the engine or the motor generator is equal to or more than a predetermined value. A control device for a hybrid vehicle, comprising: 5. The non-driving range, the forward driving range, and the reverse driving range, wherein the selection control means can select one of a non-driving range, a forward driving range, and a reverse driving range. The change in the starting characteristic of the reaction torque is changed between the case where the selection operation is switched to the reverse drive range and the case where the selection operation is performed between the combined distribution mechanism and the drive wheels. When the non-drive range is selected by the means, a non-drive state in which power transmission is shut off, and when the forward drive range is selected, a forward drive state in which power is transmitted so as to move the vehicle forward, A hive provided with a power transmission switching means which is in a reverse drive state for transmitting power so that the vehicle moves backward when the reverse drive range is selected. Control device for lid vehicle. 6. The vehicle according to claim 1, further comprising: a mode selection unit that can select a low μ road traveling mode, wherein the start-up control unit is configured to select the low μ road traveling mode when the low μ road traveling mode is selected by the mode selection unit. A control device for a hybrid vehicle, wherein a rising width of the reaction torque is made smaller than usual. 7. The control device according to claim 1, wherein the start-up control means performs feedback control on the reaction torque so that a predetermined physical quantity that changes in relation to the control of the reaction torque becomes a predetermined target value. A control device for a hybrid vehicle, characterized in that: 8. The hybrid vehicle according to claim 1, wherein the start-up control means controls the reaction torque according to a predetermined target value, and the target value is learned and corrected according to the control result. Control device. 9. A vehicle comprising: an engine operated by fuel combustion; and a motor generator as power sources for driving the vehicle, a selection operation means for selecting a non-drive range and a drive range, and the power source and drive wheels. A non-drive state in which power transmission is cut off when the non-drive range is selected by the selection operation means, and a drive that transmits power when the drive range is selected. A power transmission switching unit that is in a state, wherein when the selection operation unit switches from the non-driving range to the driving range, an input rotation speed of the power transmission switching unit is equal to or greater than a predetermined value. In the case of (1), there is provided a drive shift time motor control means for controlling the motor generator so that the input rotation speed decreases. Hybrid vehicle control device. 10. The motor control device according to claim 9, wherein the drive shift-time motor control means reduces torque of the motor generator when power is transmitted to the power transmission switching means based on an output of the motor generator. A control device for a hybrid vehicle, characterized in that: 11. An operating system that includes an engine that operates by burning fuel and a motor generator as a power source when the vehicle is running, and a selection operation unit that can select a non-drive range and a drive range; A non-drive state in which power transmission is cut off when the non-drive range is selected by the selection operation means, and a drive that transmits power when the drive range is selected. A power transmission switching unit that is in a state, wherein when the selection operation unit switches from the non-driving range to the driving range, an input rotation speed of the power transmission switching unit is equal to or greater than a predetermined value. In the case of (1), there is provided an input limiting means for limiting power transmission between the power source and the power transmission switching means. Vehicle control device.