JPH10324165A - Hybrid driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the complication of the control and the generation of shock by simultaneously performing the switching control of the first clutch and the second clutch, when the switching is performed between an engine start mode (mode 5) and a regenerative braking mode (mode 6), where the engagement and disengagement conditions of both of the first clutch and the second clutch are changed. SOLUTION: When the switching from a mode 6 to a mode 5 is determined (SA2), the second clutch CE2 is released (SA6), after the first clutch CE1 has been engaged (SA4). Further when the switching from the mode 5 to the mode 6 is determined (SA7), the second clutch CE2 is engaged (SA12), after the first clutch CE1 has been released (SA10).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid drive system, and more particularly to switching control of a first clutch and a second clutch provided in a combining and distributing mechanism.

[0002]

2. Description of the Related Art An engine and a motor generator are provided as power sources, and a first rotary element connected to the engine via a first clutch, a second rotary element connected to the motor generator, and an output member. Third
It has a combining and distributing mechanism that has rotating elements and mechanically combines and distributes force therebetween, and a second clutch that connects the two rotating elements of the combining and distributing mechanism to integrally rotate the combining and distributing mechanism. The hybrid drive device is disclosed in, for example, Japanese Patent Application No. Hei 8-
249356 and the like. According to such a hybrid drive device, the exhaust gas amount and the fuel consumption amount can be reduced by operating in a plurality of operation modes in which the engagement state of the first clutch and the second clutch and the operation state of the power source are different. Can be done.

[0003]

However, switching control of the first clutch and the second clutch, such as switching the first clutch from the disengaged state to the engaged state and switching the second clutch from the engaged state to the disengaged state, is performed. When the first clutch and the second clutch are switched at the same time when performing both, there is a possibility that control may be complicated or a shock may occur.

The present invention has been made in view of the above circumstances, and an object of the present invention is to make the control complicated when both the first clutch and the second clutch are switched. Or to prevent a shock from occurring.

[0005]

To achieve the above object, the present invention provides (a) an engine operating by burning fuel, and (b) a motor generator connected to a power storage device for storing electric energy. (C) having a first rotating element connected to the engine via a first clutch, a second rotating element connected to the motor generator, and a third rotating element connected to an output member; And (d) a second clutch that couples two rotating elements of the combined distribution mechanism to rotate the combined distribution mechanism integrally. (E) a clutch switching timing asynchronous control means for preventing the switching timing of the first clutch and the second clutch from being synchronized when performing the switching control of the first clutch and the second clutch together; Characterized in that it.

[0006]

According to the present invention, when the clutch switching timing asynchronous control means performs both the switching control of the first clutch and the second clutch, the switching timing of the first clutch and the second clutch is not synchronized. Therefore, the switching control of each clutch can be easily and accurately performed, and it is possible to prevent the control from being complicated and the occurrence of shock as in the case of simultaneous switching.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the synthesizing and distributing mechanism has three rotating elements such as a planetary gear unit and a bevel gear type differential unit that are operatively connected to each other and relatively rotated, and are mechanically operated. It is capable of combining and distributing forces, and a planetary gear device is preferably used. When a planetary gear device is used, a ring gear is used as the first rotating element, and a sun gear is used as the second rotating element.
It is desirable to use a rotating element and a carrier as the third rotating element.

The first clutch and the second clutch include a hydraulic clutch that is frictionally engaged by a hydraulic actuator, an electromagnetic clutch that is engaged by an electromagnetic force, and the like.
A clutch capable of controlling the engagement force is suitably used. The output member may be a driving wheel, but may be an input member of an automatic transmission. Further, the second clutch only needs to connect two of the three rotating elements of the combining and distributing mechanism, and is preferably provided between the sun gear and the carrier in terms of load torque at the time of connection. And the ring gear, or between the carrier and the ring gear.

Also, the hybrid drive device of the present invention
A transmission is not necessarily required, but a stepped gear type transmission such as a parallel two-shaft type or a planetary gear type, or a continuously variable transmission such as a belt type or toroidal type in which the speed ratio can be changed steplessly. It is also possible to provide a machine between the third rotating element and the drive wheels. Further, the hybrid drive device of the present invention can be employed as a drive device for vehicles such as automobiles and various industrial machines.

The plurality of operation modes include an engine operation mode in which the first clutch and the second clutch are engaged and the engine is rotationally driven, and the first clutch is released.
A motor operation mode in which the second clutch is engaged to rotationally drive the motor generator; a cooperative operation mode in which the first clutch is engaged, the second clutch is released, and the engine and the motor generator are operated in a coordinated manner; A regenerative braking mode in which the power storage device is charged and a regenerative braking force is applied by disengaging the clutch, engaging the second clutch, and rotationally driving the motor generator with kinetic energy applied to the drive device is included.

Further, the clutch switching timing asynchronous control means switches the operation mode from, for example, the cooperative operation mode to the regenerative braking mode, switches the first clutch from the engaged state to the released state, and switches the second clutch from the engaged state. When switching from the released state to the engaged state, it is sufficient to stop the engine and switch the second clutch to the engaged state after determining that the first clutch has been completely switched to the released state. On the other hand, the operation mode is switched from the regenerative braking mode to the cooperative operation mode, the first clutch is switched from the disengaged state to the engaged state, and
When the clutch is switched from the disengaged state to the engaged state, it is sufficient to switch the second clutch to the disengaged state after starting the engine after it is determined that the first clutch is completely engaged.

An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a skeleton view of a hybrid drive device 10 to which the present invention is applied.

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

[0014] 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, a ring gear 16r of the first rotating element of the first clutch CE ₁ Sun gear 1 as a second rotating element
6s 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 is adapted to be connected by the second clutch CE _2. The automatic transmission 18
Input shaft 26 corresponds to an output member.

Further, the output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of a subtransmission 20 composed of a front-type overdrive planetary gear unit and a main transmission 22 having four forward and one reverse stages composed of a simple connection of three planetary gear trains. .

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You. The main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38, and hydraulic actuator
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And a one-way club
Switch F₁ , F_Two It is comprised including.

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

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

In FIG. 3, "ク ラ ッ チ" in the column of clutch, brake and one-way clutch indicates engagement, and "●" indicates that the shift lever is in the engine brake range, for example, "3", "2" and "L" range. Engage when operated to low speed range,
A blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 40 is mechanically switched by a manual shift valve mechanically connected to a shift lever. The shifts between the first to fifth gears are electrically controlled by solenoid valves SL1 to SL4. The gear ratio of the forward gear is 5 from 1st.
As the value of th becomes smaller, the speed gradually decreases, and the speed ratio i ₄ = 1 at the _4th . FIG. 3 shows an example of the gear ratio of each gear.

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
In order to smoothly perform this shift, the circuit shown in FIG. 4 is incorporated in the hydraulic circuit 40 described above.

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

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

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

On the other hand, among the ports 85 of the 2-3 shift valve 71, the port 86 for outputting the D range pressure at the third or higher speed is connected to the oil passage 85. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

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

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

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

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

[0031] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0032] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

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

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

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

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

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

In FIG. 4, reference numeral 121 denotes the second
Indicates an accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Therefore, the transient hydraulic pressure P _B2 for engaging / disengaging the second brake B ₂ changes at a higher pressure as the signal pressure of the linear solenoid valve SLN is lower. Other clutches C ₁ , C ₂ for shifting
Accumulator is provided in such and brake B _0, the accumulator control pressure by being allowed to act, so that the transient hydraulic pressure in the gear shifting is controlled in accordance with the torque T _I of the input shaft 26.

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

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

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

Further, when shifting from the second gear to the third gear, the third brake B ₃ is gradually released and the second gear is released.
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, the third release transitional hydraulic pressure of the brake B ₃ which is driven by the linear solenoid valve SLU based on the input shaft torque to the input shaft 26 By controlling P _B3 , shift shock can be reduced appropriately. The control of the hydraulic pressure P _B3 based on the input shaft torque can be performed in real time by feedback control or the like, but may be performed based only on the input shaft torque at the start of shifting.

The hybrid drive unit 10 is shown in FIG.
So that the hybrid control controller 50 and the
A dynamic shift control controller 52 is provided. these
Controllers 50 and 52 include CPU, RAM, ROM, etc.
Comprising a microcomputer having
Shaft rotation speed N_I, Vehicle speed V (output shaft speed N_O), D
Engine torque T_E, Motor torque T_M,Engine RPM
N_E, Motor speed N _M, Shift lever operation range,
The state of charge SOC of the power storage device 58 (see FIG. 5),
ON, OFF, accelerator operation amount θ_ACRead various information such as
As well as signal according to a preset program.
Perform processing.

[0044] The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M
Is obtained from the motor current and the like, and the state of charge SOC is obtained from the motor current and the charging efficiency during charging when the motor generator 14 functions as a generator.

The output of the engine 12 is controlled in accordance with the operating state by controlling the throttle valve opening, fuel injection amount, ignition timing and the like by the hybrid control controller 50.

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 40 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
The excitation state of N is controlled, and the hydraulic circuit 40 is switched or the hydraulic control is performed, so that the shift speed is switched according to predetermined shift conditions. The shifting conditions are
For example, it is set by a shift map or the like using the running state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

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

Here, if there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 , And performs engine start control such as fuel injection to start the engine 12.

[0052] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output. Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in the neutral state.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or, the operation range of the shift lever is an engine brake range such as L or 2 (a range in which shift control is performed only at a low speed and the engine brake or regenerative braking is applied) and the accelerator operation amount θ
_The determination is made based on whether _AC is 0, or simply whether the accelerator operation amount θ _AC is 0, or the like.

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

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

[0056] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As apparent from FIG. 7 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is released and the engine 12 is shut off, there is no energy loss due to the rubbing of the engine 12 and the operation is executed when the state of charge SOC is smaller than the maximum state of charge B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the judgment in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
Is performed, and it is determined whether or not the start of the engine is requested, for example, based on whether or not the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V ≒ 0.

If this determination is affirmative, it is determined in step S8 whether or not the "P" range or "N" range, which is the non-drive range, has been selected by the shift lever. If the “N” range is not selected, that is, if a drive range such as the “D” range or the “R” range is selected, mode 5 is selected in step S9, and the “P” range or the “N” range is selected. If it has been selected, mode 7 is selected in step S10.

Mode 5 selected in step S9
Is a first clutch CE ₁ As apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque (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. This mode 5 is an example of a cooperative operation mode in which the engine 12 and the motor generator 14 are cooperatively operated.

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

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

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is compact and inexpensive. In this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase in the motor torque T _M. thereby preventing engine stall or the like due to the reduction in the number N _E.

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

On the other hand, if the determination in step S7 is negative, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output shaft rotation speed N _O ),
Based on the gear position of the automatic transmission 18 and the like, it is calculated by a predetermined data map, an arithmetic expression or the like.

The first judgment value P1 is a boundary value between a middle load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14. The minimum power storage amount A is 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.

[0069] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle is started or run using only the motor generator 14 as a power source. The motor generator 14 is operated (torque generation) with a predetermined output so that a predetermined creep torque is obtained even when the accelerator is OFF, that is, when the accelerator operation amount θ _AC is substantially zero. Even if the mode 1 is selected, because the engine 12 first clutch CE ₁ is released is interrupted, the mode 6 less similarly pulled rubbing loss, by appropriate shift control of the automatic transmission 18 Efficient motor drive control is possible.

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

The mode 3 selected in step S14 is
As is clear from FIG. 7, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

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

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

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

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

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

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

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

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

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

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

Next, the features of the present embodiment to which the present invention is applied, that is, the first clutch CE ₁ and the second clutch C
FIG When the E ₂ are both switched between modes 5 and mode 6 are switching control, control or complicated, the control operation for preventing shock or generate 8
A description will be given based on the flowchart of FIG. This control operation corresponds to clutch switching timing asynchronous control means, and is executed by the hybrid control controller 50.

In FIG. 8, in step SA1, FIG.
It is determined whether or not the switching of the operation mode has been performed according to the operation mode determination subroutine. If this determination is affirmative, in step SA2, it is determined whether or not the switching determination of the operation mode is a switching determination from mode 6 to mode 5.

When the determination in step SA2 is affirmative, for example, when the accelerator pedal is depressed in the regenerative braking mode (mode 6) in which the accelerator is off, and the switching to the engine start mode (mode 5) is determined. the, at step SA3, by switching control and hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the first clutch CE ₁ is switched from the released state (OFF) to the engaged state (oN).
In step SA4, the first clutch CE ₁ whether been completely switched to the engaged state (ON) or not. This determination is or determines, for example, whether or not a predetermined time has elapsed by the timer, or to determine the hydraulic pressure of the first hydraulic actuator of the clutch CE ₁ directly detected and the rotational speed of the rotating speed and the engine 12 of the ring gear 16r Is determined by judging whether or not approximately matches.

If the determination in step SA4 is affirmative, the engine 12 is started in step SA5. When the first clutch CE ₁ is engaged, the engine 12 is to be rotated at a rotational speed corresponding to the running speed of the vehicle, if the sufficient speed to start the rotational speed of the engine 12, the mode 9 The engine 12 can be started only by performing fuel injection or the like without performing the above operation. However, if the rotation speed is too low, the engine 12 may be started by, for example, cranking the motor 12 with the motor generator 14. Subsequently, in step SA6, the hydraulic circuit 40 is
Of the second clutch CE ₂ from the engaged state (ON) to the released state (OF).
F).

On the other hand, if the determination in step SA2 is negative, it is determined in step SA7 whether or not a determination of switching the operation mode from mode 5 to mode 6 has been made in accordance with the operation mode determination subroutine of FIG. You.
When this determination is affirmative, for example, when the accelerator pedal is depressed in the engine start mode (mode 5) and the switching to the regenerative braking mode (mode 6) is determined, etc., in step SA8, The switching control and the hydraulic control of the hydraulic circuit 40 are performed by the hybrid control controller 50, so that the first clutch C
E ₁ is switched from the engaged state (ON) to the released state (OFF).

Next, at step SA9, the rotation speed of the sun gear 16s is increased by the power running control of the motor generator 14. Subsequently in step SA10, whether or not the rotational speed of the sun gear 16s becomes substantially equal to the rotation speed of the carrier 16c is determined based on, for example, the motor rotational speed N _M and the input shaft rotational speed N _I. If this determination is denied, the rotational speed of the sun gear 16s is continuously increased by repeatedly executing step SA9 until the determination is affirmed. And step S
In A11, the engine 12 is stopped. In step SA12, by switching control and hydraulic control of the hydraulic circuit 40 is performed by the hybrid control controller 50, the second clutch CE ₂ is switched from the released state (OFF) to the engaged state (ON), then The motor generator 14 is controlled for regeneration (power generation control).

As described above, according to the present embodiment, when the switching control of the first clutch CE ₁ and the second clutch CE ₂ is both performed, specifically, when the operation mode is switched from mode 6 to mode 5 and, when switching the operation mode from the mode 5 to mode 6, since the switching timing of the first clutch CE ₁ and the second clutch CE ₂ is to prevent the synchronization, performs switching control of the clutches easily and accurately This makes it possible to prevent the control from being complicated and the occurrence of a shock from occurring when switching is performed at the same time.

The engagement and disengagement of the first clutch CE ₁ and the second clutch CE ₂ may use sweep control. The stop of the engine in step SA11 is performed in step SA11.
8 may be performed.

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

For example, in the above-described embodiment,
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 9, the automatic transmission 60 comprising only the main transmission 22 without the sub-transmission 20 is shown. It is also possible to adopt the above, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

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

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device to which the present invention is applied.

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

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

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

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

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

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

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

FIG. 9 is a skeleton diagram illustrating a configuration of a hybrid drive device including an automatic transmission different from the embodiment of FIG. 1;

10 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG. 9;

[Explanation of symbols]

12: Engine 14: Motor generator 16: Planetary gear unit (combined distribution mechanism) 16r: Ring gear (first rotating element) 16s: Sun gear (second rotating element) 16c: Carrier (third rotating element) 26: Input shaft (output) member) 50: hybrid control controller 58: power storage device CE _1: first clutch CE _2: second clutch step SA1～SA12: clutch switching timing asynchronous control means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 37/06 F16H 37/06 D

Claims (1)

[Claims] An engine that operates by burning fuel; a motor generator connected to a power storage device that stores electrical energy; a first rotating element connected to the engine via a first clutch; A combining and distributing mechanism having a second rotating element connected thereto and a third rotating element connected to the output member for mechanically combining and distributing forces therebetween; and two rotations of the combining and distributing mechanism. In a hybrid drive device having a second clutch that couples components and integrally rotates the composite distribution mechanism, when the switching control of the first clutch and the second clutch is performed together, the first clutch and the second clutch are used. A hybrid drive device comprising: clutch switching timing asynchronous control means for preventing the switching timings from being synchronized.