JPH11178109A - Hybrid driver - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent th life time of an accommodating device from shortening through its rapid charging, by providing a concurrent-charging restraining means for restraining its concurrent chargings performed through a plurality of charging means. SOLUTION: Whether the setting of a shift lever to a P or N range is performed or not is judged based on the signal fed from a shift-position sensor. When this judgment is negated, performing the breaking of a power transmitting route, etc., the charging of an accumulating device 58 by an external power supply is inhibited. On the other hand, when the judgment is affirmed, whether the accumulating device is in the course of its charging by the external power supply or not is judged based on the change of the accumulated electric energy of the accumulating device 58, etc. As long as the accumulating device 58 is charged by external power supply, inhibiting the starting of an engine or releasing a first clutch CE1 , the accumulating device 58 is inhibited from being charged by the rotational driving of a motor-generator 14 through the engine. Therefore, the concurrent chargings of the accumulating device 58 by the two power supplies are prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid drive device having an engine and an electric motor, and more particularly to a technique for preventing a life of a power storage device from being shortened.

[0002]

2. Description of the Related Art A hybrid drive device including an engine that operates by burning fuel and an electric motor that operates using electric energy supplied from a power storage device is used in, for example, an automobile. JP-A-7-6720
The hybrid vehicle described in Japanese Patent Publication No. 8 is an example of such a hybrid drive device.
Usually, a generator is provided which charges the power storage device by being rotationally driven by the engine.

[0003]

However, since the above power storage device can be charged using an external power supply,
For example, if the engine is started during charging using an external power supply, charging from the generator may also be started, and since the power storage device is charged simultaneously by the two power sources, the charging of the power storage device is rapidly performed. As a result, the life of the power storage device may be reduced.

The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the life of a power storage device due to rapid charging in a hybrid drive device including an engine and an electric motor. Is to prevent

[0005]

In order to achieve the above object, the present invention comprises an engine that operates by burning fuel, and an electric motor that operates using electric energy supplied from a power storage device. In a hybrid drive device capable of charging the power storage device by a plurality of charging units, the hybrid driving device includes a simultaneous charging limiting unit that limits simultaneous charging of the power storage device by the plurality of charging units. .

[0006]

According to the present invention, for example, by starting the engine while the power storage device is being charged from the external power supply, the operation mode in which the engine is driven to rotate the generator to charge the power storage device is started. When the power storage device is simultaneously charged by the external power supply and the generator, the charging of the power storage device is prevented from being performed simultaneously by a plurality of charging means. As a result, the life of the power storage device is prevented from being shortened.

[0007]

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.
Equipped with an engine and electric motor, such as a mix type that combines and distributes the output of the engine and electric motor by the distribution mechanism, an assist type that uses the electric motor as an auxiliary, and a series type that uses the engine exclusively for charging It can be applied to various types of hybrid drive devices.

[0008] As the charging means, there can be considered various modes such as a means for rotating the generator by the engine to charge the power storage device and a means for charging the power storage device with electric energy supplied from an external power supply.

[0009] The simultaneous charge limiting means inhibits charging of the power storage device by rotating the generator by the engine during charging of the power storage device from the external power source, or conversely, by the engine. When charging the power storage device by rotating the battery, charging from the external power supply is prohibited, or charging from the external power supply is stopped even if charging from the external power supply is being performed even during charging by the engine. If charging by the engine is started even during charging from an external power supply, charging from the external power supply is stopped. Note that it is not always necessary to completely prohibit either one of charging, and it is only necessary to limit the voltage or current applied to the power storage device to a predetermined value that does not impair the life and performance of the power storage device.

The charge can be limited by the simultaneous charge limiting means by interrupting the electrical connection to the power storage device or reducing the current by resistance or the like. When charging is performed by rotating the generator by the engine, Power transmission between the engine and the generator may be cut off, the amount of power generated by the generator may be reduced, or the engine may be stopped.

On the other hand, although not directly related to the present invention, if the headlights, room lamps, and the like remain lit when the vehicle is stopped, the amount of power stored in the power storage device is reduced, and the vehicle is driven by the electric motor. The start switch (corresponding to an ignition switch of an engine-driven vehicle) that enables the operation of the engine or the electric motor in response to the accelerator operation may be impossible because even the start of the engine may not be possible.
In the case of the FF, when the charge amount of the power storage device falls below a predetermined reference value necessary for starting the engine (cranking by the electric motor for starting), energization of an electric load such as a headlight is forcibly performed. It is desirable to provide a power supply restricting means for restricting the electric current. In that case, the start switch is turned off.
If there is a possibility that the vehicle is running even in F, a stop confirmation means for confirming that the vehicle is stopped at a vehicle speed of approximately 0 is provided,
It is desirable that the restriction of energization by the energization restricting means is permitted only when the vehicle is stopped.

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 according to one embodiment of the present invention.

In FIG. 1, this hybrid drive unit 10 is for a four-wheel drive vehicle, and includes an engine 12 such as an internal combustion engine that operates by burning fuel, and an electric motor and a generator (generator) that operate using electric energy. 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. The output shaft 19 transfers a transfer 134, a propeller shaft (not shown) and a differential unit. The driving force is transmitted to the front and rear driving wheels via the.

The planetary gear set 16 mechanically combines and distributes forces.
And a power distribution together with the motor generator 14.
The pneumatic torque converter 24 comprises a ring gear 16
r is the first clutch CE₁ Connected to the engine 12 via
The sun gear 16 s is a rotor of the motor generator 14.
The carrier 16c is connected to the shaft 14r and the automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And the carrier 16c are connected to the second clutch CE._Two By ream
It is tied. The output of the engine 12
Is a flywheel for suppressing rotation fluctuation and torque fluctuation.
With elastic members such as springs, rubber, etc.
The first clutch CE via the damper device 30 ₁ Transmitted to
You. 1st clutch CE₁ And second clutch CE_Two Is
Any of the frictions engaged and released by the hydraulic actuator
This is a friction type multi-plate clutch.

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 and one reverse stages composed of a simple connection of three planetary gear trains. . More specifically, the auxiliary transmission 20 includes a single pinion type planetary gear set 32, a hydraulic clutch C ₀ , a brake B _0, which is frictionally engaged by a hydraulic actuator, and a one-way clutch F _0. Have been. The main transmission 22 includes a third set of single-pinion type planetary gear unit 34, 36, 38, clutch C ₁ hydraulic that are frictionally applied by hydraulic actuators, C _2, the brake B _1, B _2, B ₃ and B ₄ and one-way clutches F ₁ and F ₂
It is comprised including.

The hydraulic circuit 44 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 46, so that the clutch C
_0, C _1, C _2, brake _{B 0, B 1, B 2} , B 3, B
₄ are respectively engaged and disengaged, and as shown in FIG. 3, the neutral (N) and the forward five steps (1st to 5t)
h), the first reverse speed (Rev) is established. The automatic transmission 18 and the electric torque converter 2
4 is substantially symmetrical with respect to the center line, and FIG.
In the figure, the lower half of the center line is omitted.

In the column of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, and "●" indicates that the shift lever 46 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. In this case, the parking P, the neutral N, the reverse gear Rev, and the engine brake range are controlled by a manual shift valve mechanically connected to the shift lever 46.
4 is established by mechanically switching, and the shifts between the 1st to 5th forward gears are electrically controlled by solenoid valves SL1 to SL4. Further, the speed ratio of the forward shift speed gradually decreases as the speed changes from 1st to 5th, and the 4th speed ratio i ₄ =
It is one. 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.

A third brake B ₃ is connected to an oil passage 7 to a brake port 74 communicating with the input port 73 at 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 of the 2-3 shift valve 71, a port 86 for outputting the D range pressure at the third or higher speed is connected to an oil passage 85. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

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

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

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

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

[0027] 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.

[0028] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

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

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

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

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

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.

Further, reference numeral 122 denotes a C-0 exhaust valve, and further reference numeral 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 speed in the second speed range.

[0036] 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.

Returning to FIG. 1, the output shaft 1 of the automatic transmission 18
9 is provided with a transfer 134 (center differential device) for distributing and transmitting the output torque T _O from the automatic transmission 18 to the rear wheel output shaft 130 and the front wheel output shaft 132. On the extension of the output shaft 19 of the automatic transmission 18, a simple planetary gear set 135 is arranged, and its carrier 13
The output shaft 19 of the automatic transmission 18 is connected to 7. The ring gear 138 is connected to a rear wheel output shaft 130 disposed on the same axis as the output shaft 19 so as to rotate integrally therewith.

The sun gear 139 is integrated with a driving sprocket 142 arranged on the same axis on the outer peripheral side of the output shaft 19, and a driven sprocket 143 forming a pair with the driving sprocket 142.
Are attached to a front wheel output shaft 132 arranged in parallel with the output shaft 19, and these sprockets 14
A chain 145 is wound around 2,143.

[0041] Then, the differential limiting clutch C _S as differential limiting mechanism is provided between the carrier 137 and the ring gear 138. This differential limiting clutch C _S
This is a wet multi-plate clutch operated by hydraulic pressure, and the engagement hydraulic pressure is controlled continuously or stepwise by hydraulic control means such as a linear solenoid valve (not shown).

The torque distribution ratio varies with respect to the front and rear wheels depending on the magnitude of the differential limiting clutch C _S engagement force by the differential limiting torque T _C, manner of control is known variously conventionally. For example, the differential control to increase the limit torque T _C are common, also calculates a target yaw rate based on the steering angle and the vehicle speed, the detected yaw rate is the target in accordance with the difference of the rotational speeds of the front and rear wheels it is possible to control the differential limiting torque T _C to match the yaw rate. This is based on the fact that the greater the torque of the rear wheel, the greater the turning performance.

As shown in FIG. 2, the hybrid drive device 10 includes a controller 50 for hybrid control and a controller 52 for automatic shift control. Each of these controllers 50 and 52 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and includes a shift position sensor 62, a vehicle speed sensor 64, a start switch 66, an operation range of the shift lever 46, a vehicle speed V (automatic speed change). In response to the output shaft speed N _O of the machine 18), signals indicating ON / OFF of the start switch 66, etc. are supplied, and the engine torque _TE , the motor torque _TM , the engine speed _NE , and the motor speed N _M , the input shaft rotation speed N _I of the automatic transmission 18, the accelerator operation amount θ _AC , the power storage device 58
(See FIG. 5), the state of charge SOC, ON / OFF of the brake
Is supplied from various detection means and the like, and performs signal processing according to a preset program. The start switch 66 corresponds to an ignition switch of an engine-driven vehicle. When the start switch 66 is turned on, a computer or the like is activated, and the engine 12 or the motor generator 14 is operated according to the accelerator operation amount. However, the engine 12 is not immediately started (idle state).

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

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

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely. The power storage device 58 is provided with an external connection terminal 59, and can be charged using an external power supply.

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

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

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

Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in 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 shift lever 46
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, 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 6 selected in step S6 corresponds to the charging means.

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.

[0057] 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 rubbing of the engine 12, and the operation is executed when the state of charge SOC is smaller than the maximum state of charge B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the 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. Step S9
Mode 5 selected by corresponds to the charging means.

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 , engine torque T _E : output torque of the planetary gear set 16: 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 gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

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.

Mode 7 selected in step S10 includes:
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 denied, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the predetermined first output.
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 (the 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. Mode 3 selected in step S14 corresponds to the charging means.

The minimum amount of charge A is the minimum amount of charge that is allowed to take out electric energy from power storage device 58 when traveling with motor generator 14 as a power source, and is based on the charging / discharging efficiency of power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0072] 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.

Also in this case, since the first clutch CE ₁ is released and the engine 12 is shut off, the friction loss is small as in the case of the mode 6, and the efficiency of the automatic transmission 18 is controlled by appropriately shifting the speed. Good motor drive control is possible.

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

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

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, 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 judgment value P2 is a boundary value between a middle load region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as the power sources. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

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

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

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

In the mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated, and the motor generator 14 is driven to rotate. 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, the mode 1 is selected in step S13 and the vehicle runs using only the motor generator 14 as a power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources.

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 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 characteristic portion of the present embodiment to which the present invention is applied, that is, a control operation for preventing a shortening of the life of the power storage device 58 due to rapid charging will be described with reference to a flowchart of FIG. . In this embodiment, steps SA3 and SA4 correspond to the simultaneous charging limiting means, and are executed by the hybrid control controller 50.

In FIG. 8, in step SA1, it is determined whether or not the shift lever 46 has been operated to the P or N range based on a signal supplied from the shift position sensor 62. If this determination is denied, charging of the power storage device 58 by an external power supply is prohibited in step SA2, for example, by interrupting the power transmission path.

On the other hand, if the determination in step SA1 is affirmative, in step SA3, it is determined whether or not power storage device 58 is being charged by the external power supply, such as a change in the state of charge SOC of power storage device 58. Is determined from In the present embodiment, charging with an external power supply is also performed directly to the power storage device 58 having a relatively high voltage.

[0090] Next, if the determination in step SA3 is YES, in Step SA4, whether starting of the engine 12 prohibits the selection of the mode 9 is inhibited, first clutch CE ₁ is released (OFF )
The rotation of motor generator 14 by engine 12 to charge power storage device 58 is prohibited.

On the other hand, if the determination in step SA3 is negative, in step SA5, the motor 12 is driven to rotate by the engine 12 to charge the power storage device 58 as usual.

[0092] According to this embodiment, while being charged to the power storage device 58 from an external power source, or starting of the engine 12 is prohibited, by the first clutch CE ₁ is released (OFF), the engine Since the rotation of motor generator 14 to charge power storage device 58 is prohibited by 12, power storage device 58 is charged simultaneously by two power sources, so that power storage device 58 is rapidly charged. In addition, the life of power storage device 58 is prevented from being shortened.

Next, a characteristic portion of another embodiment to which the present invention is applied, that is, a control operation for preventing a shortening of the life of power storage device 58 due to rapid charging will be described with reference to a flowchart of FIG. I do. In the present embodiment, steps SB1 to SB3 correspond to the simultaneous charging limiting unit, and are executed by the hybrid control controller 50.

In FIG. 9, in step SB 1, whether or not power storage device 58 is being charged by an external power supply is determined based on a change in the state of charge SOC of power storage device 58 or the like. If this determination is affirmative, step SB
In 2, it is determined whether or not the engine 12 has been started based on the engine speed _{NE and the} like.

Next, when the determination in step SB2 is affirmative, in step SB3, the charging of power storage device 58 from the external power supply is prohibited by cutting off the power transmission path and the like. The rotation of the motor generator 14 to charge the power storage device 58 is permitted. For example, the engine 12 may be driven on condition that the shift lever 46 is in the P range (mechanical parking ON) or the parking brake is in operation.
In addition, charge control of power storage device 58 by motor generator 14 is performed. On the other hand, if this determination is denied, in step SB4, charging of the power storage device 58 from the external power supply is normally permitted.

According to this embodiment, if the engine 12 is started while the power storage device 58 is being charged from the external power supply, the charging of the power storage device 58 from the external power supply is prohibited. As a result, the charging of the power storage device 58 is performed at the same time, so that the charging of the power storage device 58 is rapidly performed and the life of the power storage device 58 is prevented from being shortened.

Next, a control operation for always securing the minimum charge amount X required for starting the engine 12 by the motor generator 14 by selecting the mode 9 will be described with reference to FIG.
A description will be given based on the flowchart of FIG. In this control operation, steps SC1, SC2, and SC4 function as power supply limiting means, and step SC3 functions as vehicle stop confirmation means, and are executed by the hybrid control controller 50, respectively.

In FIG. 10, in step SC1, it is determined whether or not the start switch 66 is ON. If the judgment is negative, in step SC2, the electricity storage amount SOC of the power storage device 58 is equal to or less than a predetermined value A ₁ is determined. The predetermined value A ₁ is set to the minimum required amount of stored power X for selecting the mode 9 and starting the engine 12 by the motor generator 14.

[0099] If the determination in step SC2 is positive, in step SC3, the vehicle speed V is equal to or a predetermined value V ₁ or more is determined based on the signal supplied by the vehicle speed sensor 64. The predetermined value V ₁ is set to a vehicle speed value of approximately 0 corresponding to a safe vehicle stop even when the electric load such as a headlight is cut off.

Next, if the determination in step SC3 is denied, in step SC4 the headlight,
Various electric loads such as a room light, an air conditioner, and a defogger are cut, so that power consumption of the power storage device 58 can be reduced.
A voltage converter is connected to the power storage device 58 so that the voltage is converted to a low voltage such as 12 V and the power is supplied to the electric load.

Here, the power of the hybrid control controller 50 and the automatic transmission control controller 52 may be kept ON for the time being, and may be turned OFF when the state of charge SOC of the power storage device 58 further decreases. when the SOC reaches a predetermined value a ₁ below, it may all also be turned OFF. However, of course, the power of the computer controlling the control operation of FIG. 10 is kept ON. The control for cutting various electric loads as in the present embodiment is performed only when the start switch 66 is OFF, and when the start switch 66 is ON, the control is executed according to the operation mode determination subroutine of FIG. 6 as usual.

According to the present embodiment, the start switch 66 is
In FF, in the electricity storage amount SOC is A ₁ or less, the vehicle speed V is the predetermined value V
_When it is determined that the value is smaller than ₁ , the various electric loads are cut, and the minimum power storage amount X required for selecting the mode 9 and starting the engine 12 by the motor generator 14 is always secured. Because the engine 1
It is possible to prevent the vehicle 2 from being unable to start and the vehicle from running or the power storage device 58 from being unable to be charged.

Although various embodiments of the present invention have 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 automatic transmission 18 having one reverse gear and five forward gears was used. However, as shown in FIG.
Transmission 6 comprising only the main transmission 22 by omitting
It is also possible to adopt 0 and perform the speed change control at four forward speeds and one reverse speed as shown in FIG.

In the above-described embodiment, the case where the present invention is applied to the hybrid drive device 10 for a four-wheel drive vehicle has been described. However, the present invention is applicable not only to a front wheel drive vehicle and a rear wheel drive vehicle but also to other hybrid drive devices such as industrial machines. It can also be applied to devices.

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

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device 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 showing a part of a hydraulic circuit of the automatic transmission of FIG. 1;

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

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

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

FIG. 8 is a flowchart illustrating a control operation that is a feature of an embodiment to which the present invention is applied.

FIG. 9 is a flowchart illustrating a control operation that is a feature of another embodiment to which the present invention is applied.

FIG. 10 is a flowchart illustrating a control operation that is a feature of an embodiment that is not directly related to the present invention.

FIG. 11 is a skeleton diagram illustrating a configuration of a hybrid drive device including an automatic transmission different from that of FIG. 1;

12 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 58: Power storage device S9, S14: Charging means SA3, SA4, SB1 to SB3: Simultaneous charging limiting means

Claims (1)

[Claims] 1. A hybrid, comprising: an engine that operates by burning fuel; and an electric motor that operates by electric energy supplied from a power storage device, wherein the power storage device can be charged by a plurality of charging means. A hybrid drive device comprising: a drive device; a simultaneous charge limiting unit that limits simultaneous charging of the power storage device by the plurality of charging units.