JPH1051907A - Hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To drive an engine for driving a generator surely by charging an electricity accumulating apparatus for auxiliary machines preferentially than an electricity accumulating apparatus for driving a car. SOLUTION: An anxiliary machinery controlling device 66 supplies power to auxiliary machines 67 from a second electricity accumulating apparatus 64 under the control of a controller 40 and performs driving control. And the auxiliary machines 67 are components such as a starter necessary for starting an engine 12, an ignitor, a distributor, etc., necessary for maintaining driving conditions. And it is judged whether or not the quantity of electricity accumulated SOC2 of the second electricity accumulating apparatus 64 is equal to or more than a specified value K, after the quantity of electricity accumulated SOC1 of a first electricity accumulating apparatus 56 is detected first and then the quantity of electricity accumulated SOC2 of the second electricity accumulating apparatus 64 is detected, when the first and second electricity accumulating apparatuses 56, 64 are charged. And when it is denied, the second electricity accumulating apparatus 64 is charged. And when it is affirmed, whether or not the quantity of electricity accumulated SOC1 of the first electricity accumulating apparatus 56 is equal to or larger than a specified value L is judged. As the result, it becomes possible to drive the engine for driving a generator by the auxiliary machines for driving the engine surely.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle and, more particularly, to a vehicle drive power storage device for supplying power to an electric motor and an auxiliary power storage device for supplying power to an engine drive auxiliary device.

[0002]

[Prior art]

(a) an engine operated by combustion of fuel and an electric motor operated by electric energy are provided as power sources for driving the vehicle, (b) a generator driven by the engine, and (c) a generator A high-voltage vehicle power storage device that is charged and supplies power to the electric motor; (d)
A hybrid vehicle having a starter motor for starting the engine and (e) a low-voltage auxiliary power storage device for supplying power to the starter motor is described in, for example, Japanese Patent Application Laid-Open No. 5-328530.

[0003]

However, in such a hybrid vehicle, if the amount of power stored in the auxiliary power storage device is insufficient, the engine cannot be started using the starter motor, so that the vehicle cannot run using the engine as a power source. In addition, the power storage device for driving the vehicle cannot be charged by driving the generator by the engine, so that traveling using the electric motor as a power source is also impossible.

The present invention has been made in view of the above circumstances, and has as its object to provide an engine and an electric motor as power sources for driving a vehicle, and to be driven by the engine. For driving a generator in a hybrid vehicle having a power generator for driving an engine, an engine driving accessory necessary for driving the engine, and a low-voltage auxiliary power storage device for supplying power to the engine driving accessory. Is reliably driven by the engine driving auxiliary machine.

[0005]

In order to achieve the above object, a first aspect of the present invention is to provide (a) an engine operated by fuel combustion and an electric motor operated by electric energy as power sources for running a vehicle. (B) a generator driven by the engine, (c) a high-voltage vehicle drive power storage device charged by the generator and supplying power to the electric motor, (d) A hybrid comprising: an engine driving accessory necessary for driving an engine; and (e) a low-voltage auxiliary power storage device that is charged by the generator and supplies power to the engine driving accessory. In the vehicle, (f) charging control means for charging the auxiliary power storage device by the generator with priority over the vehicle drive power storage device is provided.

According to a second aspect of the present invention, there is provided (a) an engine which operates by burning fuel, and an electric motor which operates by electric energy as a power source for driving the vehicle, and (b) a power generator driven by the engine. And (c) a high-voltage vehicle drive power storage device that is charged by the generator and supplies power to the electric motor, and (d) an engine drive auxiliary device required to drive the engine. (E) a low-voltage auxiliary power storage device that supplies power to the engine driving auxiliary device, and (f) an external charging terminal is provided on the auxiliary power storage device. I do.

[0007]

According to the first aspect, the power storage device for auxiliary equipment is charged with priority over the power storage device for driving the vehicle.
The engine that drives the generator can be reliably driven by the engine drive accessory.

According to the second aspect of the present invention, since the auxiliary power storage device is provided with the external charging terminal, when the power storage amount of the auxiliary power storage device is insufficient, a booster cable or the like is used from another vehicle. The engine for driving the generator can be reliably driven by the engine driving accessory. Since the power storage device for auxiliary equipment supplies power to the engine drive auxiliary equipment, it needs only the same voltage as the power storage device of general engine vehicles, and can be easily charged from widely used engine vehicles. it can.

[0009]

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

[0010] The engine driving auxiliary machine includes parts necessary for maintaining the driving state of the engine, such as an igniter, a distributor, an injector, and an EFI computer, in addition to a starter necessary for starting the engine. included.

It is desirable to provide a voltage converter between the high-voltage power storage device for driving the vehicle and the low-voltage power storage device for auxiliary equipment, which can transmit and receive electric energy between them.

[0012] Also in the second invention, it is desirable that the auxiliary power storage device is always charged by the generator.

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

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

The planetary gear unit 16 is a composite distribution mechanism for mechanically distributing and distributing force. The planetary gear unit 16 constitutes an electric torque converter 24 together with the motor generator 14, and its ring gear 16.
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0016] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

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

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You. The main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38, and hydraulic actuator
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And a one-way club
Switch F₁ , F_Two It is comprised including. And this
These clutches C₀~ C_Two, Brake B₀~ B_FourPerson in charge
In this case, as shown in FIG.
One shift stage is established. The above automatic transmission
18 and the electric torque converter 24 are substantially symmetrical with respect to the center line.
In FIG. 1, the lower half of the center line is omitted.
ing.

FIG. 2 is a block diagram for explaining a control system of the hybrid drive device 10. The mechanical connection is shown by a thick solid line, and the electrical connection is shown by a thin line.

In FIG. 2, the electric torque converter 24 comprises the motor generator 14, the planetary gear set 16, the first clutch CE ₁ and the second clutch CE ₂ , and the vehicle driving means 44 is a driving wheel or the like. .

The engine 12 is controlled by the hybrid control controller 40 to operate the fuel injection control actuator 4.
6. The operation state of the throttle control actuator 48, the ignition timing control actuator 50, and the intake / exhaust valve control actuator 52 is controlled by being controlled.

The motor generator 14 is connected to a high-voltage first power storage device 56 via a motor generator control device (such as an inverter) 54 and a changeover switch 55, and the motor generator control device 54 Controlled by the control controller 40, a rotational driving state in which electric energy is supplied from the first power storage device 56 to rotate and drive at a predetermined torque, and regenerative braking (electrical braking torque of the motor generator 14 itself) Thus, the state is switched between a charging state that functions as a generator and a no-load state that allows the rotor shaft 14r to freely rotate. In this embodiment, the first
The power storage device 56 corresponds to the vehicle drive power storage device.

The first clutch CE ₁ and the second clutch CE ₂ are engaged and disengaged by the hybrid controller 40 switching the hydraulic circuit via a clutch control actuator 58 such as an electromagnetic valve. Is switched, and the connection between the engine 12 and the ring gear 16r and the connection between the sun gear 16s and the carrier 16c are respectively connected and disconnected.

The voltage conversion control device 62 is, for example, a chopper circuit, and the hybrid control controller 4
Under the control of 0, the discharge output of the first power storage device 56 is converted to a lower voltage and supplied to the second power storage device 64 side, or the discharge output of the second power storage device 64 is converted to a higher voltage. To the first power storage device 56 side. Second power storage device 64
Is provided with an external charging terminal 65 at the same voltage as a power storage device of a vehicle widely used at present, for example, 12 V, and corresponds to the power storage device for auxiliary equipment.

The changeover switch 55 is connected to the motor generator control device 54 and the first power storage device 56 and cut off the voltage conversion control device 62 by the hybrid control controller 40. 54 and the voltage conversion control device 62 are connected to each other, and the first power storage device 56 is switched to a second connection state in which the first power storage device 56 is cut off. High voltage energization is permitted, and the first power storage device 56 is set to a rotational drive state by supplying power to the motor generator 14, or the first power storage device 56 is charged with high voltage electric energy generated by regenerative braking of the motor generator 14. Or you can. Second
In the connected state, high-voltage electric energy generated by regenerative braking of motor generator 14 is supplied to voltage conversion control device 62.
Is converted into a low voltage by the first power storage device 5.
6, the second power storage device 64 can be directly charged.

Under control of the hybrid control controller 40, the accessory control device 66 supplies power from the second power storage device 64 to the accessory 67, thereby controlling the drive of the accessory 67. . The accessories 67 correspond to the engine driving accessories, and include a starter necessary for starting the engine 12, an igniter, a distributor, an injector, and an EFI computer necessary for maintaining the driving state of the engine 12. And so on. The fuel injection control actuator 46, the throttle control actuator 48, the ignition timing control actuator 50, the intake / exhaust valve control actuator 5
2 and the like are also included in the auxiliary devices 67 and are supplied with power from the second power storage device 64.

In the automatic transmission 18, the shift lever 60 is operated by the driver, and the hydraulic circuit is switched by a switching actuator 68 such as a manual shift valve mechanically connected to the shift lever 60, so that the forward gear ( FWD), neutral (N), and reverse (REV) are switched. The shift lever 60 is
"P (parking)", "R (reverse)", "N (neutral)", "D (drive)", "4",
A total of eight shift ranges of “3”, “2”, and “L” are provided, and the reverse gear is established in the “R” range.
The neutral is established in the “N” range, and the forward gear is established in the “D” range.

Further, it like is supplied from a shift position signal shift position switch 70 that represents the S _H to the hybrid control controller 40, the "D" range, the transmission ratio control actuator 72 is controlled such shifting solenoid valve And the hydraulic circuits are switched, whereby the clutches C ₀ -C ₂ and the brakes B ₀ -B
₄ engagement, is switched is released state is switched shift speed forward fifth speed, for example, according to a shift condition such as a predetermined shift map accelerator displacement theta _AC and the vehicle speed V as parameters.

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" indicates engagement, and "●" indicates that the shift lever 60 is in the engine brake range, for example, "3", "2", and "L" ranges. Engaged when operated to the low speed range of
A blank indicates non-engagement.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). FIG. 3 shows an example of the gear ratio of each gear.

FIG. 4 shows the operating position of the shift lever 60. In the drawing, the shift lever 6 is supported by a support device (not shown) that operably supports the shift lever 60 in eight operation positions by a combination of six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle.
0 is supported.

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

In FIG. 5, reference numeral 90 indicates a 1-2 shift valve, and reference numeral 91 indicates a 2-3 shift valve.
Reference numeral 92 indicates a 3-4 shift valve. The communication state of each port of these shift valves 90, 91, 92 at each shift speed is determined by the respective shift valves 90, 9
1 and 92 are shown below. The numbers indicate the respective gears.

A third brake B ₃ is connected to an oil passage 9 to a brake port 94 communicating with the input port 93 in the first and second shift speeds among the ports of the 2-3 shift valve 91.
5 are connected. This oil passage has an orifice 9
6 is interposed, the damper valve 97 is connected between the orifice 96 and the third brake B _3.
The damper valve 97 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 98 is a B-3 control valve has a third engaging pressure of the brake B ₃ to be directly controlled by the B-3 control valve 98. That is, the B-3 control valve 98
Is provided with a spool 99, a plunger 100 and a spring 101 interposed therebetween.
Oil passage 95 to the input port 102 to be opened and closed is connected, and the output port 103 to be brought selectively communicating with the input port 102 is connected to the third brake B ₃ by. Further, the output port 103 is connected to a feedback port 104 formed on the leading end side of the spool 99.

On the other hand, a 2-3 shift valve 9 is provided at a port 105 which is opened at a position where the spring 101 is disposed.
The port 106 of the one port, which outputs the D range pressure at the third speed or higher, is communicated via the oil passage 107. The control port 108 formed on the end side of the plunger 100 has a linear solenoid valve SL.
U is connected.

Therefore, the B-3 control valve 9
Reference numeral 8 denotes a pressure adjusting level set by the elastic force of the spring 101 and the hydraulic pressure supplied to the port 105, and the elastic force of the spring 101 increases as the signal pressure supplied to the control port 108 increases. ing.

Further, reference numeral 109 in FIG.
The 2-3 timing valve 109 includes a spool 110 and a first plunger 111 having a small-diameter land and two large-diameter lands, a spring 112 and a spool 110 disposed therebetween.
And a second plunger 113 disposed on the opposite side of the first plunger 111 with respect to the first plunger 111.

An oil passage 115 is connected to an intermediate port 114 of the 2-3 timing valve 109, and the oil passage 115 is connected to the port of the 2-3 shift valve 91 at the third or higher speed. It is connected to a port 116 that communicates with the brake port 94.

Further, the oil passage 115 branches in the middle and is connected via an orifice to a port 117 opened between the small land and the large land. Port 1 selectively connected to port 114 of the intermediate portion
Reference numeral 18 denotes a solenoid relay valve 12 via an oil passage 119.
Connected to 0.

[0041] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 111 and the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 113 Connected through.

[0042] The oil passage 107 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 121 and a check ball with the orifice 122 is interposed in the midway. Also, this oil passage 107
An oil passage 123 branched from the large-diameter orifice 124 having a check ball to open when the pressure discharged from the second brake B ₂ is interposed, the oil passage 123 is connected to the orifice control valve 125 to be described below ing.

The orifice control valve 125 is a valve for controlling the exhaust pressure speed from the second brake B _2. The orifice control valve 125 has a port 127 formed at an intermediate portion so as to be opened and closed by a spool 126. _Two
The oil passage 123 is connected to a port 128 formed below the port 127 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 129 formed on the upper side of FIG. 27 is a port selectively connected to the drain port. The port 129 is connected to the port 131 of the B-3 control valve 98 via an oil passage 130. It is connected. Incidentally, this port 131 is a port that is not selectively communicating the output port 103 which is connected to the third brake B _3.

A control port 132 formed at an end of the port of the orifice control valve 125 opposite to the spring for pressing the spool 126 is connected to a port 134 of the 3-4 shift valve 92 via an oil passage 133. ing. This port 134 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. These solenoid valves SL3 and SL4 are components of the gear ratio control actuator 72.

Further, the orifice control valve 125 has an oil passage 135 branched from the oil passage 115.
Are connected, and the oil passage 135 is selectively communicated with the drain port.

In the 2-3 shift valve 91, a port 136 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 109 where a spring 112 is disposed. Port 13
7 through an oil passage 138. Also, 3-4
A port 139 of the shift valve 92 which is communicated with the oil passage 107 at a speed lower than the third speed is connected to an oil passage 140.
Is connected to the solenoid relay valve 120 via the.

In FIG. 5, reference numeral 141 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. Thus, transient oil pressure of the second brake B ₂ engagement and release, the signal pressure of the linear solenoid valve SLN is adapted to remain at lower higher pressures.

[0049] Further, reference numeral 142 denotes a C-0 exhaust valve, further numerals 143 denotes an accumulator for the clutch C _0. C-0 exhaust valve 1
42 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 described above,
If communicating port 131 to the drain of the B-3 control valve 98, the third engaging pressure of the brake B ₃ B-
The pressure can be directly adjusted by the three control valve 98, and the pressure adjustment level can be changed by the linear solenoid valve SLU.

The orifice control valve 12
5 is in the position shown in the left half of the figure, the second brake B ₂ is able to relieve pressure through this orifice control valve 125,
It is possible to control the drain rate from the brake B _2.

[0052] Further, the shift from the second gear position to the third gear position, second with slowly releasing the third brake B ₃ 2
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, in advance estimating the input torque to the input shaft 26 prior to the shifting, the linear solenoid valve on the basis of the input torque estimation value the third shift shock by controlling the disengagement transition pressure of the brake B ₃ driven by SLU can be suitably reduced.

The hybrid control controller 40 includes:
The microcomputer includes a microcomputer having a CPU, a RAM, a ROM, and the like. As shown in FIG. 2, a shift position switch 70, an accelerator operation amount sensor 74, a brake switch 76, a brake depression force sensor 78, a start switch 82, an engine rotation From the number sensor 84,
Shift position S _H of the shift lever 60, an accelerator operation amount theta _AC, ON the brake, OFF, brake pedal force, ON the start switch 82, in addition to OFF, the signal indicative of engine rotational speed N _E is supplied, the engine torque T _E , The motor torque T _M , the motor speed N _M , the input shaft speed N _{I of the} automatic transmission 18, the output shaft speed (corresponding to the vehicle speed V) N _O , the charged amount SOC ₁ of the first power storage device 56, the second Information about the amount of charge SOC _{2 and the} like of the power storage device 64 is supplied from various detection means and the like. Engine torque T _E
Is obtained from the throttle valve opening, the fuel injection amount, and the like, the motor torque T _M is obtained from the motor current and the like, and the charged amounts SOC ₁ and SOC ₂ are obtained from the motor current and the charging efficiency during charging.

The hybrid control controller 40 includes:
For example, Japanese Patent Application No. 7-29414 filed earlier by the present applicant.
As described in No. 8, one of the nine operation modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 6, in step S1, it is determined whether or not an engine start request has been made, for example, by driving the engine 12 as a power source or by rotating the motor generator 14 by the engine 12 to charge the first power storage device 56. In order to do so, 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.

[0057] 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.

Although not shown, the first power storage device 5
When the motor generator 14 cannot be used due to insufficient power storage (SOC ₁ <A), the first clutch CE ₁ is released (OFF), and the auxiliary equipment 67
Is started by cranking.

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 shift lever 60
Is an engine brake range such as L or 2 (a range in which shift control is performed only at a low shift speed and engine brake and regenerative braking are applied), and whether an accelerator operation amount θ _AC is 0 or simply It is determined by whether the operation amount θ _AC is 0 or not.

If this determination is affirmative, step S
Execute Step 4. In step S4, whether the first power storage device maximum storage amount storage amount SOC ₁ is predetermined in 56 B ₁ or more and the second power storage device maximum storage amount storage amount SOC ₂ is predetermined in 64 B ₂ or not And SOC ₁ ≧ B ₁
If SOC ₂ ≧ B ₂ , the mode 8 is set in step S5.
Is selected, and if SOC ₁ <B ₁ or SOC ₂ <B ₂ , mode 6 is selected in step S6. Maximum charge B ₁
Is the maximum amount of power that is allowed to charge the first power storage device 56 with electric energy, and a value of, for example, about 80% is set based on the charge / discharge efficiency of the first power storage device 56 and the like. The maximum power storage amount B ₂ is the maximum power storage amount that allows the second power storage device 64 to be charged with electric energy, and is set based on the charge / discharge efficiency of the second power storage device 64 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. In addition, since the motor generator 14 is in a no-load state and is freely rotated,
It is possible to prevent the storage amounts SOC ₁ and SOC ₂ of the power storage devices 56 and 64 from becoming excessive and impairing performance such as charge / discharge efficiency.

[0062] 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. The power storage device 56 or 64 is charged in accordance with the charge control of FIG. Thereby, the brake 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 rubbing of the engine 12 and the SOC
₁ <to be executed when the B ₁ or SOC ₂ <B _2, the electricity storage amount SOC ₁ of their power storage devices 56, 64, S
There is no possibility that OC ₂ becomes excessive and impairs performance such as charge / discharge efficiency.

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

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

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

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

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

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

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

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

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 determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, 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, if the required output Pd is equal to or smaller than the first determination value P1 is storage amount SOC ₁ it is determined whether the preset minimum storage amount A or more in step S12, in step S13 if the SOC ₁ ≧ A Select mode 1. On the other hand, SOC
_{If 1} <A, mode 3 is selected in step S14.

The minimum charge amount A is the minimum charge amount at which electric energy can be extracted from the first power storage device 56 when the vehicle runs using the motor generator 14 as a power source. For example, a value of about 70% is set based on the above.

[0077] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

[0078] In this case, since the first clutch CE ₁ is shut off is released by the engine 12, the mode 6 as well as pull rubbing loss is small, the efficiency by appropriate shift control of the automatic transmission 18 Good motor drive control is possible.

In this mode 1, the required output Pd is in the low load region where the required output Pd is equal to or less than the first determination value P1, and the first power storage device 56
Is executed when the stored charge amount SOC ₁ is equal to or greater than the minimum charged amount A, the fuel efficiency and the exhaust gas can be reduced, the fuel efficiency and the exhaust gas can be reduced, and the first power storage device 56 can be reduced. electricity storage amount SOC ₁ of never drops below the minimum storage amount a compromise the performance such as charge and discharge efficiency.

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. The electric energy is charged to the power storage device 56 or 64 according to the charge control of FIG. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

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

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

[0083] Then, it is determined whether SOC ₁ ≧ A in step S16 if _{P1 <Pd <P2, SOC 1} ≧ A
In the case of, mode 2 is selected in step S17 and the SOC
_{If 1} <A, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
In determining whether SOC ₁ ≧ A, when the SOC ₁ ≧ A selects the mode 4 in the step S19, when the SOC ₁ <A selects the mode 2 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 operation, 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 greater than the second determination value P2.
And the motor generator 14 are used together, so that the energy efficiency is not significantly impaired as compared with the case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source, and the fuel consumption and exhaust gas can be reduced. . Further, since the process is executed when the storage amount SOC ₁ is equal to or more than the minimum storage amount A, the storage amount S of the first power storage device 56
OC ₁ does not drop below the minimum charge amount A to impair the performance such as charging and discharging efficiency.

To summarize the operating conditions of modes 1 to 4, if the state of charge SOC ₁ ≧ A, in the low load region of Pd ≦ P1, mode 1 is selected in step S13 and only motor generator 14 is used as the power source. Drive and P1 <
In the medium load region where Pd <P2, the mode 2 is selected in step S17.
Is selected and the vehicle runs using only the engine 12 as a power source.
In the high load region of 2 ≦ 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 ₁ <A, the power storage device 56 is executed 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.
Or 64 is charged, but the required output Pd is equal to the second determination value P
In the high load region of 2 or more, mode 2 is selected in step S17, and high output 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 ₁ ≧ A, or in the high load range of Pd ≧ P2 and SOC ₁ <A, but in the middle load range, the engine 12 is generally Since the energy efficiency is superior, the fuel consumption and the exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In the high load 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 ₁ of the first power storage device 56 is smaller than the minimum power storage amount A, the operation in the mode 2 using only the engine 12 as a power source is performed. The storage amount SOC ₁ is the minimum storage amount A
Thus, it is possible to prevent the performance from being impaired, such as charge and discharge efficiency.

On the other hand, the control operation executed when the modes 3, 5 and 6 in which the first power storage device 56 and the second power storage device 64 are charged is selected will be described with reference to the flowchart of FIG. . This control operation corresponds to the charge control means, and is executed by the hybrid control controller 40.

In FIG. 8, in step SC1, the first
The state of charge SOC ₁ of power storage device 56 is detected, and step S
In C2, the power storage amount SOC ₂ of the second power storage device 64 is detected.

Next, at step SC3, in the operation mode determination subroutine of FIG. 6, it is determined whether any of the modes 3, 5 and 6 for charging the first power storage device 56 and the second power storage device 64 has been selected. Is determined.

[0095] When the determination in Step SC3 is YES, in step SC4, the electricity storage amount SOC ₂ of the second power storage device 64 is equal to or greater than a predetermined value K is determined. Predetermined value K is the maximum power storage amount is possible to charge the electric energy to the second power storage device 64 is allowed, the maximum storage amount B ₂ and comparable values are set. If this determination is denied, in step SC5, the changeover switch 55 connects the motor generator control device 54 and the voltage conversion control device 62, and the second power storage device 64 is charged.

[0096] On the other hand, if the determination in step SC4 is affirmative, in step SC6, the electricity storage amount SOC ₁ of first battery 56 is equal to or greater than a predetermined value L is determined. Predetermined value L is the maximum power storage amount is possible to charge the electric energy to the first battery 56 is permitted, the maximum storage amount B ₁ and comparable values are set. If this determination is denied, in step SC7, changeover switch 55 connects motor generator control device 54 to first power storage device 56, and first power storage device 56 is charged.

As described above, according to the present embodiment, the second power storage device 64 is charged with higher priority than the first power storage device 56, so that the power storage amount SOC ₁ of the first power storage device 56 becomes the minimum power storage amount. Even when the motor generator 14 cannot be operated due to a decrease in B _{1, the} engine 12 is started by the accessories 67 and the vehicle runs, or the motor 12 is rotated by the engine 12 to drive the first power storage device 56. Or can be charged. Incidentally, without using the motor generator 14 as in the present embodiment,
The engine 12 may be always started using the starter (the auxiliary devices 67).

The second power storage device 64 has an external charging terminal 6
5 is provided, when the storage amount SOC ₂ of the second power storage device 64 is insufficient, another vehicle can be charged using a booster cable or the like. Accessories 67
Thus, driving can be performed more reliably. Auxiliary equipment 67
The second power storage device 64 that supplies power to the vehicle does not need enough power to drive the vehicle, and may have a voltage of about 12 V, which is the same as the power storage device provided in a general engine vehicle, so that it can be easily charged from other vehicles. .

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, the backward 1
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 9, the automatic transmission 80 including only the main transmission 22 omitting the auxiliary transmission 20 is omitted. 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 view illustrating a configuration of a hybrid drive device of a hybrid vehicle according to an embodiment of the present invention.

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

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

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

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

FIG. 6 is a 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 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 (electric motor, generator) 56: First power storage device (vehicle drive power storage device) 64: Second power storage device (accessory power storage device) 65: External charging terminal 67: auxiliary equipment (Engine Drive Auxiliary Equipment) 40: Controller for Hybrid Control Steps SA1 to SA7: Charge Control Means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60R 16/04 (72) Inventor Yuji Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (2)

[Claims] 1. An engine that operates by burning fuel and an electric motor that operates by electric energy are provided as power sources for driving a vehicle, and a generator driven by the engine; and a generator that is charged by the generator. A high-voltage vehicle power storage device that supplies power to the electric motor; an engine driving auxiliary device necessary for driving the engine; and an engine driving auxiliary device that is charged by the generator. A hybrid vehicle having a low-voltage auxiliary power storage device for supplying power to the machine, comprising: a charge control unit configured to charge the auxiliary power storage device by the generator with priority over the vehicle drive power storage device. A hybrid vehicle characterized by the above. 2. An engine that operates by burning fuel and an electric motor that operates by electric energy are provided as power sources for driving the vehicle, and a generator driven by the engine; and a generator charged by the generator. A high-voltage vehicle power storage device for supplying power to the electric motor; an engine drive auxiliary device necessary for driving the engine; and a low-voltage auxiliary device for supplying power to the engine drive auxiliary device. A hybrid vehicle comprising: a power storage device for a vehicle; and an external charging terminal provided on the power storage device for an auxiliary device.