JPH1098804A - Device for controlling drive of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of shocks when changing over a driving mode, in a hybrid vehicle which is provided with an engine and an electric motor as power sources for running and which runs in a plurality of driving modes showing different operating states of the power sources. SOLUTION: When the operating states of both the engine and the electric motor and judged to be changed in changing a driving mode is Step SA1 or SA12, a command value TE is outputted to change the engine torque TE is Step SA3 or SA14. It is not until the engine torque TE is judged to have actually changed in Step SA6 or SA17 that a command value TM is outputted to change the motor torque TM in Step SA8 or SA19. By constituting the system this way, the torque change is enabled to start nearly at the same time in spite of difference in time required for the engine and the electric motor to respond to the torque change. As a result, the resultant torque is not disturbed so that the occurrence of a shock is suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a hybrid vehicle, and more particularly to a technique for preventing a shock generated when an operation mode is switched.

[0002]

[Prior art]

(a) an engine that operates by burning fuel, (b) an electric motor connected to a power storage device that stores electric energy, and (c) a first rotating element that is connected to the engine, and that is connected to the electric motor. A second rotating element, and a third rotating element coupled to the output member, for mechanically combining and distributing forces therebetween; and (d) a combining and distributing mechanism. 2. Description of the Related Art A hybrid vehicle having a clutch that connects rotating elements and integrally rotates a combined distribution mechanism has been proposed for the purpose of reducing exhaust gas and the like. The device described in U.S. Pat. No. 5,258,651 is an example of such a device, in which a planetary gear device is used as a composite distribution mechanism.

In such a hybrid vehicle,
For example, as described in Japanese Patent Application No. 7-294148 (not disclosed at the time of filing of the present application), an engine operation mode in which an engine runs as a power source, a motor operation mode in which an electric motor runs as a power source, an engine and an electric motor An engine / motor operation mode in which a motor is used as a power source, and an engine is used in which an electric motor is used as a generator to charge a power storage device while the engine is used as a power source.
It is possible to travel in a plurality of operation modes in which the operation state of the power source is different, such as a motor charging mode.

[0004]

However, in such a hybrid vehicle, for example, when the operation mode is switched between the motor operation mode and the engine operation mode, the electric motor is driven after the motor output change command is output. While the response time required for the output to actually change is relatively short, the engine has a relatively long response time due to the throttle actuator operation and changes in the amount of intake air. When the change command and the engine output change command are output at the same time, the actual torque change accompanying the switching of the operation mode is delayed in the engine as shown in FIG. The output torque, which is a value, is disturbed, and a shock occurs.

The present invention has been made in view of the above circumstances, and includes an engine and an electric motor as power sources for driving a vehicle, and runs in a plurality of operation modes in which the operation states of the power sources are different. An object of the present invention is to prevent a shock generated when a driving mode is switched in a hybrid vehicle.

[0006]

In order to achieve the above object, the present invention provides (a) an engine operated by fuel combustion and an electric motor operated by electric energy as a power source for running a vehicle. In the drive control device for a hybrid vehicle traveling in a plurality of operation modes in which the operation state of the power source is different, (b) changing both the operation state of the engine and the operation state of the electric motor when switching the operation mode In this case, a motor output change command delay output unit that outputs a motor output change command that changes the operation state of the electric motor later than an engine output change command that changes the operation state of the engine is provided.

[0007]

According to the drive control device of the present invention, when the operating states of both the engine and the electric motor are changed when the operation mode is switched, the motor output change command is output later than the engine output change command. Therefore, although there is a difference in the response time between the output change of the electric motor and the output change of the engine, as shown in FIG. Can be started at substantially the same time, the change in the output torque, which is the combined value of the motor torque and the engine torque, is reduced, and the occurrence of a shock is suppressed.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, and a combination of a planetary gear unit and the like, and an output of an engine and an electric motor by a distribution mechanism. And various types of hybrid vehicles including an engine and an electric motor as power sources for running the vehicle, such as a mixed type that synthesizes and distributes the same.

The plurality of operation modes include, for example, a motor operation mode in which the vehicle runs using only the electric motor as a power source,
An engine operation mode in which the vehicle runs using only the engine as a power source, and an engine operation mode in which the power storage device is charged using an electric motor as a generator while running using the engine as a power source.
Examples include a motor charging mode, an engine / motor operation mode in which the vehicle runs using both the engine and the electric motor as power sources, and the like.

The engine output change command is, for example, a command for changing an engine torque command value (throttle valve opening and the like), and the motor output change command is for example a torque command value (current value, etc.) for an electric motor. The motor output change command delay output means is configured to start changing the motor torque command value after a predetermined time Δt has elapsed from the start of the change of the engine torque command value, for example, when the operation mode is switched. Is done. The predetermined time Δt is
For example, the response time Δt _E until the engine torque change actually occurs in response to the engine torque change command may be set as it is, but the response time Δt _E and the motor torque actually change in response to the electric motor torque change command. It is desirable to set a difference (Δt _E −Δt _M ) from the response time Δt _M until a change occurs to a predetermined time Δt.

The response time Δt _E is desirably set in a data map or the like using the torque command value (throttle valve opening, etc.) before change, the engine speed, the engine water temperature, the change width of the torque command value, and the like as parameters. The response time Δt _M is desirably set in a data map or the like using the torque command value (current value or the like) before change, the motor rotation speed, the motor temperature, the change width of the torque command value, and the like as parameters. Further, the response time Δt _E is desirably corrected by learning using engine torque detecting means for detecting the actual output torque of the engine, and the response time Δt _M is determined by the motor torque detection for detecting the actual output torque of the electric motor. It is desirable to perform learning correction using means. As for these learning correction values, it is desirable to store, as parameters, the torque command value and the rotation speed before the change, the engine water temperature, the motor temperature, the change width of the torque command value, and the like.

Further, the motor output change command delay output means, when switching the operation mode, for example, starts changing the engine torque command value, and then detects the actual change in the engine torque by the engine torque detection means. It may be configured to start changing the torque command value.

The engine torque detecting means is configured to calculate the engine torque from an arithmetic expression or a data map using, for example, the air intake amount of the engine and the engine speed as parameters.

(A) Engine operated by combustion of fuel
And (b) the output of the engine to the first motor generator
And a distributing mechanism for mechanically distributing to the output member and (c)
The second mode for applying a rotational force between the output member and the drive wheels
In a hybrid vehicle having a power generator
Comprises a first motor generator
From engine torque (including regenerative braking torque)
It may be configured to obtain the torque. Distribution above
As the mechanism, a planetary gear device is preferably used.
Carrier is connected to the engine, and the sun gear is
The ring gear is connected to the output member.
The gear ratio of the planetary gear set (number of teeth of sun gear /
The number of gear teeth)_p, The first motor generator
T _M1Then, the engine torque T_EIs T_M1・ (1
+ Ρ_p) / Ρ_pIs required.

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

In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and functions as an engine 12, such as an internal combustion engine, which 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 forms 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.

[0018] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

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

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged_O, Bray
Key B ₀And one-way clutch F₀And is configured with
You.

The main transmission 22 has three sets of single gears.
Nion type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C ₁, C_Two, Brake B₁, B_Two, B_Three, B_FourAnd one
Direction clutch F₁, F_TwoIt is comprised including.

A hydraulic circuit 44 is switched by an electromagnetic valve (not shown) in accordance with excitation and non-excitation of the solenoid valves SL1 to SL4 shown in FIG. 2, or a manual shift valve mechanically connected to a shift lever. The hydraulic circuit 44 is mechanically switched by the clutch C ₀ , C ₁ , C ₂ , the brake B ₀ ,
B ₁ , B ₂ , B ₃ , and B ₄ are respectively engaged and disengaged, and as shown in FIG. 3, neutral (N), five forward speeds (1st to 5th), and one reverse speed (Rev). Each shift speed is established.

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

In the column of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, and "●" indicates that a shift lever (not shown) indicates an engine brake range, for example, "3".
Engagement is performed when operated to a low speed range such as the “2” and “L” ranges, and 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 44 is mechanically switched by a manual shift valve mechanically connected to a shift lever, and the forward movement is established. 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.
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). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. 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.
The circuit shown in FIG. 4 is incorporated in the above-described hydraulic circuit 44 in order to smoothly perform this shift.

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

The third brake B ₃ is connected to an oil passage 7 through 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 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 78. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports 85 of the 2-3 shift valve 71, a port 86 for outputting the D range pressure at the third speed or higher is provided through an oil passage 87 to the port 85 opened at the place where the spring 81 is disposed. Communication. Also, a control port 88 formed on the end side of the plunger 80 is provided.
Is connected to a linear solenoid valve SLU.

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.
5 is a port 96 of the ports of the 2-3 shift valve 71 which is communicated with the brake port 74 at the third speed or higher.
It is connected to the.

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.

[0036] 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.

[0037] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust pressure speed from the second brake B _2. A port 107 formed at an intermediate portion so as to be opened and closed by a spool 106 has a second brake B. _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 is a port that outputs the signal pressure of the third solenoid valve SL3 at the third speed or lower, and outputs the signal pressure of the fourth solenoid valve SL4 at the fourth speed or higher.

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 above-mentioned 2-3 shift valve 71, a port 116 for outputting the D range pressure at the second speed or lower is used.
Is connected to a port 117 of the 2-3 timing valve 89 which opens at a position where the spring 92 is disposed.
8 are connected. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at the third speed or lower 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. 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.

[0044] 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.

[0045] Thus, according to the hydraulic circuit 44 mentioned above, if port 111 of the B-3 control valve 78 if communicating with the drain, the 3 B-3 the engagement pressure of the brake B ₃ Control - by Rubarubu 78 The pressure can be adjusted directly, and the pressure adjustment 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, 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 drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52 as shown in FIG. The controllers 50 and 52 are provided with microcomputers having a CPU, a RAM, a ROM, and the like. The controllers 50 and 52 are provided with an engine speed N _E (rpm) and an engine air intake amount from an engine speed sensor 62 and an intake air flow rate sensor 64, respectively. In addition to supplying a signal indicating Q _A (cc / rev) and the like, the input shaft speed N _I , the vehicle speed V (corresponding to the output shaft speed N _O of the automatic transmission 18), the engine torque _TE , and the motor torque T _M , motor rotation speed N _M , storage amount S of power storage device 58
Information about OC, brake ON / OFF, shift lever operation range, accelerator operation amount θ _AC, and the like is supplied from various detection means and the like, and performs signal processing according to a predetermined program.

[0049] The engine torque T _E is for example obtained from such the engine speed N _E and the engine air intake quantity Q _A, the motor torque T _M is determined from a motor current, the electricity storage amount SOC is the motor-generator 14 is It is obtained from the motor current and the charging efficiency during charging that 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.

As shown in FIG. 5, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. 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 44 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
By controlling the excitation state of N and switching the hydraulic circuit 44 or performing hydraulic control, the gear position is switched according to the operating state.

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

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

[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, the mode 9 can be executed by temporarily setting the automatic transmission 18 to neutral. Thus, the motor generator 14
As a result, the starter (electric motor or the like) dedicated to starting is not required, the number of components is reduced, and the apparatus is inexpensive.

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

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

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

[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. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

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

On the other hand, if the determination in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
Is executed, whether the engine start is requested, for example, mode 3 such as whether when the vehicle stops traveling of the engine 12 as a power source, i.e. whether the output shaft speed N _O = 0 corresponding to the vehicle speed It is determined by whether or not.

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

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

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

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

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

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

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

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, 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 charge amount A is the minimum charge amount at which electric energy can be extracted from the power storage device 58 when the vehicle runs using the motor generator 14 as a power source, and is based on the charge / discharge efficiency of the power storage device 58 and the like. For example, 7
A value of about 0% is set.

[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.

The mode 1 is executed when the required output Pd is in the low load region where the required output Pd is equal to or smaller than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger 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, the required output Pd is determined in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

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

If P1 <Pd <P2, it is determined in step S16 whether 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 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. . 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, mode 1 is selected in step S13 and the vehicle runs using only the motor generator 14 as the 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.

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

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

In the high load 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, a description will be given of a characteristic portion of the present embodiment to which the present invention is applied, that is, a control operation for preventing a shock occurring when the operation mode is switched, with reference to a flowchart of FIG. Note that this control operation is performed when the vehicle is running, and is performed by a driver's selection or the like separately from the control in FIG. 6. The first clutch CE ₁ and the second clutch CE ₂ are both engaged. The engine 12 is constantly operated. A series of signal processing executed by the hybrid control controller 50 according to this flowchart corresponds to the motor output change command delay output means.

In FIG. 8, in step SA1, it is determined whether or not switching from the operation mode in which the vehicle runs with the engine 12 as the power source to the operation mode in which the vehicle mainly runs with the motor generator 14 as the power source is performed. This determination is made by the hybrid control controller 50.
For example, similarly to the operation mode determination subroutine in FIG. 6, the operation is performed based on the operation state of the vehicle such as the required output Pd and the state of charge SOC.

If this determination is affirmative, step S
At A2, the engine torque T after the operation mode is switched
The command target value TE1 for _E (see FIG. 12A) is calculated. Next, at step SA3, the engine torque T _E
Is set to a value reduced by a predetermined slightly reduced value ΔTEd. That is, by this step is repeatedly executed, the engine torque T _E as shown in FIG. 12 (A) is of being allowed to linearly decrease towards the command target value TE1. The command target value T
Even when E1 is set to drive torque = 0, unlike in FIG. 12A, the engine 12 is continuously operated at an optimum output such that no drive torque is generated and no engine brake is applied. That is, FIG. 12 is a graph of the driving torque, and the command values TE and TM are the engine torque and the motor torque that can obtain such a driving torque. Also,
The dotted line in FIG. 12 represents a change in drive torque due to an actual change in engine torque.

[0095] Next, in step SA4, whether the command value TE of the engine torque T _E is set to a value smaller than the command target value TE1 is determined. If the judgment is affirmative, the command value TE of the engine torque T _E is set to the command target value TE1 in step SA5. On the other hand, when this judgment is denied, step SA6 is executed.

At Step SA6, the engine torque T_E
Is actually changed. This decision is an example
For example, engine speed N_E(Rpm) and engine air intake
Quantity Q _A(Cc / rev) is preset as a parameter.
Engine based on the map (see Fig. 9)
Torque T_EAnd the engine torque T_EActually
This is performed by determining whether or not it has changed. In addition,
Engine speed N_EIs the engine speed sensor 62 of FIG.
And the engine air intake amount Q_AIs the intake air flow rate
It is detected from the sensor 64. In addition, the map shown in FIG.
Interpolation processing is performed for engine torque values that are not set
Is calculated.

If the determination in step SA6 is denied, steps SA2 to SA6 are repeatedly executed. If the determination is affirmative, in step SA7, the command target for the motor torque T _M after the operation mode switching is performed. The value TM1 (see FIG. 12A) is calculated. It is desirable that the command target value TM1 is appropriately set according to the command target value TE1 so that the combined torque of the engine 12 and the motor generator 14, and furthermore, the final drive torque does not greatly change.

Next, at step SA8, the motor torque
K T_MCommand value TM is a predetermined slightly increased value ΔTMu.
Is set to the increased value. In other words, this step
FIG. 12 (A) is obtained by repeatedly executing
Motor torque T _MIs directed to the command target value TM1.
And increase linearly. Slight increase ΔTMu
Is approximately the same size as the slight decrease value ΔTEd,
The total drive torque shown by the dash-dot line is kept almost constant
Is done.

Next, at step SA9, the motor torque T
_It is determined whether or not the command value TM of _M has been set to a value greater than the command target value TM1. If the judgment is affirmative, the command value TM of the motor torque T _M is set to the command target value TM1 in step SA10. On the other hand, when this determination is denied, step SA11 is executed.

At step SA11, the engine torque T
With the command value TE of _E is set to the command target value TE1, command value TM is command target value of the motor torque T _M TM1
Is determined. If this determination is denied, steps SA2 to SA11 are repeatedly executed. If this determination is affirmed, this routine is terminated.

On the other hand, if the determination in step SA1 is negative, it is determined in step SA12 whether the operation mode in which the vehicle runs with the motor generator 14 as the power source is switched to the operation mode in which the vehicle mainly runs with the engine 12 as the power source. It is determined whether or not. This determination is made by the hybrid control controller 50 based on the operating state of the vehicle such as the required output Pd and the state of charge SOC as in the operation mode determination subroutine of FIG.

If this determination is affirmative, step S
In A13, the command target value of the engine torque T _E after the operation mode switching TE1 (see FIG. 12 (B)) is calculated. In step SA14, the command value TE of the engine torque T _E is set to a value which is increased by small increase value ΔTEu predetermined. That is, by this step is repeatedly executed, the engine torque T _E as shown in FIG. 12 (B) is of being allowed to linearly increase toward the command target value TE1. FIG.
The initial value of the command value TE of the engine torque T _E in (B) is set to the driving torque = 0, this means that to operate at optimum output, such as in less than an engine brake without generating a driving torque I do.

[0103] Next, in step SA15, whether or not the command value TE of the engine torque T _E is set to a value larger than the command target value TE1 is determined. If this determination is affirmative, the engine torque T is determined at step SA16.
The command value TE of _E is set to the command target value TE1. On the other hand, when this judgment is denied, step SA17 is executed.

At Step SA17, the engine torque T
_It is determined whether _E has actually changed. This determination is made in the same manner as in step SA6. If this determination is denied, steps SA13 to SA17 are repeatedly executed. If this determination is affirmed, step SA1 is performed.
Command target value TM1 of the motor torque T _M after the operation mode switching (see FIG. 12 (B)) is calculated in 8. It is preferable that the command target value TM1 is appropriately set according to the command target value TE1 so that the combined torque of the engine 12 and the motor generator 14, and further, the final drive torque does not greatly change.

Next, at step SA19, the command value TM of the motor torque T _M is reduced to a predetermined slightly reduced value ΔTMd.
Is set to a reduced value. That is, by repeatedly executing this step, as shown in FIG. 12B, the motor torque T _M is linearly decreased toward the command target value TM1. Slight reduction value ΔTM
d is substantially the same size as the slight increase value ΔTEu, and FIG.
The total drive torque shown by the dashed line in (B) is maintained substantially constant.

[0106] Next, in step SA20, whether or not the command value TM of the motor torque T _M is set to a value smaller than the command target value TM1 is determined. If the judgment is affirmative, the command value TM of the motor torque T _M is set to the command target value TM1 in step SA21. On the other hand, when this determination is denied, step SA22 is executed.

At Step SA22, the engine torque T
With the command value TE of _E is set to the command target value TE1, command value TM is command target value of the motor torque T _M TM1
Is determined. If this determination is denied, steps SA13 to SA22 are repeatedly executed. If this determination is affirmed, this routine is terminated.

As described above, according to the present embodiment, if it is determined in step SA1 or SA12 that the operating states of the engine 12 and the motor generator 14 are both to be changed when the operation mode is switched, the process proceeds to step SA3.
Or is output command value TE to change the engine torque T _E is in SA14, if it is determined that the engine torque T _E is actually changed in step SA6 or SA17, the first time the motor torque T _M in step SA8 or SA19 Since the command value TM to be changed is output, regardless of the response delay of the output change of the engine 12, the engine 12 and the motor generator 1
4 can be started at substantially the same time, and the output torque, which is a composite value of the motor torque T _M and the engine torque T _E , and the fluctuation of the driving torque are reduced,
Shock generation is suppressed.

Next, the characteristics of another embodiment to which the present invention is applied will be described.
Characteristic part, i.e., the shot that occurs when
FIG. 10 and FIG.
A description will be given based on the flowchart of FIG. In addition, each
The control operation is the first clutch CE ₁And second clutch CE
_TwoAre executed in a state where they are engaged with each other.
To the hybrid control controller 50 according to the chart
A series of signal processing executed by the motor output change
It corresponds to command delay output means.

In FIG. 10, in step SB1, the hybrid control controller 50 executes step S1.
It is determined whether the operation mode is switched in the same manner as A1 and SA12. If this determination is affirmative, the timer starts counting in step SB2.

Next, at step SB3, the engine torque T
_It is determined whether the command value TE of _E has been changed. If this determination is denied, step SB5 is executed. If this determination is affirmed, in step SB4, the time of the timer at the start of the change is stored as time T1.

Next, at step SB5, the motor torque T _M
It is determined whether or not the command value TM is changed. If this determination is denied, step SB7 is executed,
If this determination is affirmed, in step SB6,
The time of the timer at the start of the change is stored as time T3.

Next, at step SB7, the engine torque T
Whether or not _E has actually changed is determined in steps SA6 and S6.
Similar to A17, the determination is made based on the map shown in FIG. If this determination is denied, step SB9 is executed. If this determination is affirmed, step SB9 is executed.
At B8, the time of the timer at the start of the change is stored as time T2.

Next, at step SB9, the motor torque T _M
Is actually determined based on a map (not shown) or the like. If this determination is denied, step SB11 is executed. If this determination is affirmed, in step SB10, the time of the timer at the start of the change is stored as time T4.

Next, at step SB11, the times T1 to T
It is determined whether or not all 4 have been updated. If this determination is denied, steps SB3 to SB11 are repeatedly executed. If this determination is affirmed, step SB3 is executed.
In 12, the response time from the command value TE is changed to the engine torque T _E is actually changed, the command value TM
Is changed from the response time until the motor torque T _M actually changes, and ΔT is calculated according to the following equation (1). ΔT = {(T2-T1)-(T4-T3)} (1)

Next, in step SB13, the operation mode switching in step SB1 is
From the driving mode in which the engine 12
It is determined whether or not the operation mode has been switched to the operation mode in which the vehicle travels using the power source.

If the determination in step SB13 is affirmative, in step SB14, the motor command delay time ΔT used in step SC19 of FIG.
The above-mentioned response time difference ΔT is substituted for b. On the other hand, when this determination is denied, in step SB16, the response time difference ΔT is substituted for the motor command delay time ΔTa used in step SC7 of FIG.

Subsequently, in step SB15, the motor command delay time ΔTb is stored in the non-volatile RAM, and in step SB17, the motor command delay time ΔTa is stored in the non-volatile RAM. This control operation is executed every time the operation mode is switched, and the command delay times ΔTa and ΔTb on the learning map (nonvolatile RAM) are sequentially rewritten to the latest values. The learning map is configured to store the command delay times ΔTa and ΔTb using the torque command value and the rotation speed before the operation mode switching, the engine water temperature, the motor temperature, the change width of the torque command value, and the like as parameters.

Next, the control operation shown in FIG. 11 will be described. In FIG. 11, in step SC1, similarly to step SA1, it is determined whether or not switching from the operation mode in which the vehicle runs with the engine 12 as the power source to the operation mode in which the vehicle mainly runs with the motor generator 14 as the power source is performed. You.

If this determination is affirmative, step S
At C2, measurement of a timer is started. Next, at step SC3, the engine torque T after the operation mode switching is performed.
The command target value TE1 for _E (see FIG. 13A) is calculated. Next, at step SC4, the engine torque T _E
Is set to a value reduced by a predetermined slightly reduced value ΔTEd. That is, by this step is repeatedly executed, the engine torque T _E as shown in FIG. 13 (A) is of being allowed to linearly decrease towards the command target value TE1. Note that FIG.
In contrast, even when the command target value TE1 is set to drive torque = 0, the engine 12 is continuously operated at an optimum output such that no drive torque is generated and no engine brake is applied.

[0121] Next, in step SC5, whether the command value TE of the engine torque T _E is set to a value smaller than the command target value TE1 is determined. If the judgment is affirmative, the command value TE of the engine torque T _E is set to the command target value TE1 in step SC6. On the other hand, when this determination is denied, step SC7 is executed.

In step SC7, it is determined whether or not the time measured by the timer has become equal to or longer than the motor command delay time ΔTa. If this determination is denied, step S
C3~SC7 but is repeatedly executed, command target value of the motor torque T _M after the operation mode switching in step SC8 If the judgment is affirmative TM1 (FIG. 13
(See (A)) is calculated. The command target value TM1
Is desirably set appropriately in accordance with the command target value TE1 so that the combined torque of the engine 12 and the motor generator 14, and furthermore, the final drive torque does not greatly change.

Next, at step SC9, the motor torque
K T_MCommand value TM is a predetermined slightly increased value ΔTMu.
Is set to the increased value. In other words, this step
FIG. 13A shows that the loop is repeatedly executed.
Motor torque T _MIs directed to the command target value TM1.
And increase linearly. Slight increase ΔTMu
Is approximately the same size as the slight decrease value ΔTEd, and FIG.
The total drive torque shown by the dash-dot line is kept almost constant
Is done.

[0124] Next, in step SC10, whether the command value TM of the motor torque T _M is set to a value larger than the command target value TM1 is determined. If the judgment is affirmative, the command value TM of the motor torque T _M is set to the command target value TM1 in step SC11. On the other hand, when this determination is denied, step SC12 is executed.

At step SC12, the engine torque T
With the command value TE of _E is set to the command target value TE1, command value TM is command target value of the motor torque T _M TM1
Is determined. If this determination is denied, steps SC3 to SC12 are repeatedly executed. If this determination is affirmed, this routine is terminated.

On the other hand, if the judgment in step SC1 is negative, step SA13 is followed by step SA1.
In a manner similar to 2, it is determined whether or not switching from the operation mode in which the vehicle runs using the motor generator 14 as the power source to the operation mode in which the vehicle mainly runs using the engine 12 as the power source is performed.

If the determination in step SC13 is affirmative, the measurement of the timer is started in step SC14. In step SC15, command target value of the engine torque T _E after the operation mode switching TE1 (see FIG. 13 (B)) is calculated.

[0128] In next step SC16, a slight increase value command value TE of the engine torque T _E is predetermined ΔTE
It is set to a value increased by u. That is, by repeatedly executing this step, FIG.
Engine torque T _E as shown in the command target value TE
It is increased linearly toward one. Incidentally, as shown in FIG. 13 (B), when the initial value of the command value TE of the engine torque T _E is set to a drive torque = 0, the engine 12 is to take less than the engine brake does not generate a driving torque It is operated at the optimal output.

[0129] Next, in step SC17, whether the command value TE of the engine torque T _E is set to a value larger than the command target value TE1 is determined. If this determination is affirmative, the engine torque T is determined at step SC18.
The command value TE of _E is set to the command target value TE1. On the other hand, when this judgment is denied, step SC19 is executed.

At step SC19, it is determined whether or not the time measured by the timer is equal to or longer than the above-described motor command delay time ΔTb. This judgment if a negative is repeatedly executed step SC15～SC19, if the judgment is affirmative, command target value TM1 of the motor torque T _M after the operation mode switching in step SC20
(See FIG. 13B) is calculated. It is desirable that command target value TM1 is appropriately set according to command target value TE1 so that the combined torque of engine 12 and motor generator 14, and further, the final drive torque does not significantly change.

Next, at step SC21, the command value TM of the motor torque T _M is set to a predetermined slightly reduced value ΔTMd.
Is set to a reduced value. That is, by repeatedly executing this step, as shown in FIG. 13B, the motor torque T _M is linearly decreased toward the command target value TM1. Slight reduction value ΔTM
d has substantially the same size as the slight increase value ΔTEu, and FIG.
The total drive torque shown by the dashed line in (B) is maintained substantially constant.

[0132] Next, in step SC22, whether the command value TM of the motor torque T _M is set to a value smaller than the command target value TM1 is determined. If the judgment is affirmative, the command value TM of the motor torque T _M is set to the command target value TM1 in step SC23. On the other hand, when this determination is denied, step SC24 is executed.

At Step SC24, the engine torque T
With the command value TE of _E is set to the command target value TE1, command value TM is command target value of the motor torque T _M TM1
Is determined. If this determination is denied, steps SC15 to SC24 are repeatedly executed, but if this determination is affirmed, this routine is ended.

As described above, according to the present embodiment, if it is determined in step SC1 or SC13 that the operating states of the engine 12 and the motor generator 14 are both to be changed when the operation mode is switched, the flow proceeds to step SC2.
Alternatively, when the measurement of the timer is started in SC14, and it is determined in step SC7 or SC19 that the measured time of the timer is longer than the motor command delay time ΔTa or ΔTb calculated in advance, the motor is started in step SC9 or SC21 for the first time. Command value T for changing torque T _M
Since M is output, despite the difference in response time between the output change of the motor generator 14 and the output change of the engine 12, as shown in FIG. Generator 14
Can be started at substantially the same time, and the output torque, which is a composite value of the motor torque T _M and the engine torque T _E , and the fluctuation of the drive torque are reduced,
Shock generation is suppressed. In particular, in this embodiment, since the response delay of the motor generator 14 is also considered,
The actual torque change indicated by the dotted line in FIG. 13 can be matched with higher accuracy, and the drive torque fluctuation can be more effectively reduced.

In this embodiment, the command delay time ΔT
Since a and ΔTb are learned and controlled, there is an advantage that high control accuracy can always be obtained irrespective of individual differences between the engine 12 and the motor generator 14 and aging of output characteristics.

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

For example, in the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds was used. However, as shown in FIG.
Transmission 6 comprising only the main transmission 22 by omitting
0, four forward steps and one reverse step as shown in FIG.
It is also possible to perform the speed change control in the step.

The present invention can be applied to 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 including a drive control device according to an embodiment of the present invention.

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

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

FIG. 4 is a diagram illustrating a hydraulic circuit that controls the hydraulic pressure of the automatic transmission of FIG.

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 characteristic portion of an embodiment to which the present invention is applied.

FIG. 9 is a diagram exemplifying an engine torque calculation map set in advance using the engine speed and the engine air intake amount as parameters;

FIG. 10 is a flowchart illustrating a characteristic portion of another embodiment to which the present invention is applied, together with FIG.

FIG. 11 is a flowchart illustrating a characteristic portion of another embodiment to which the present invention is applied, together with FIG.

FIG. 12 is a time chart illustrating a change in torque in the embodiment of FIG. 8;

FIG. 13 is a time chart illustrating changes in torque in the embodiment of FIG. 11;

FIGS. 14A and 14B are time charts illustrating a change in driving torque at the time of switching from a motor to an engine, wherein FIG. 14A shows a conventional example and FIG. 14B shows a case in which the present invention is applied; ing.

FIG. 15 is a skeleton diagram illustrating a configuration of a hybrid drive device including an automatic transmission different from the hybrid drive device of FIG. 1;

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

[Explanation of symbols]

12: Engine 14: Motor generator (electric motor) 50: Hybrid control controller Steps SA1 to SA22: Motor output change command delay output means Step SC1 to SC24: Motor output change command delay output means

Claims (1)

[Claims] 1. A hybrid vehicle that includes an engine that operates by burning fuel and an electric motor that operates using electric energy as a power source when the vehicle travels, and travels in a plurality of operation modes in which the operation state of the power source is different. In the drive control device, when both the operation state of the engine and the operation state of the electric motor are changed at the time of switching the operation mode, the engine output change command for changing the operation state of the engine is used instead of the engine output change command to change the operation state of the electric motor. A drive control device for a hybrid vehicle, comprising: a motor output change command delay output unit that delays and outputs a motor output change command for changing an operation state.