JPS6055803A - Controller of hybrid vehicle - Google Patents

Abstract

PURPOSE:To eliminate the mounting of a starter motor for starting an engine in a vehicle by coupling via a freely connectible clutch between the engine and the motor. CONSTITUTION:When an ignition switch is operated since a clutch 13 couples an engine 11 with a motor 12 in a normal state, a motor drive unit 31 operates, and the engine 11 is driven by the motor 12 to start. On the other hand, a central controller 29 selects the traveling mode of a vehicle to a motor mode or a generating mode in response to input signals such as the depressing stroke of a clutch pedal, the capacity of a battery 33, etc. In case of the motor mode, it sets the clutch 13 in a disconnected state, and the vehicle is driven by the motor 12. In case of the generating mode, it sets the clutch 13 in a connected state, the vehicle is driven by the engine 11, and the motor 12 is operated as a generator to charge the battery 33.

Description

Detailed Description of the Invention (Technical Field) The present invention relates to a control device for a hybrid vehicle, and more specifically, to a control device for a hybrid vehicle, in which a clutch is provided between an engine and a motor.
The present invention relates to a control device for a hybrid vehicle that makes it possible to start the engine by controlling a motor and a clutch interposed between the motor and wheels according to the operating conditions of the vehicle (vehicle inertia, etc.).

(Prior Art) As a conventional control device for a vibriso F vehicle, for example, one disclosed in Japanese Unexamined Patent Publication No. 132102/1982 is known. The control device for this hybrid vehicle connects the engine and motor via a one-way clutch that can transmit only engine power, and also connects the motor to a transmission via a clutch, so that it can transmit only engine power. It was also made driveable.

The control device for this high-print vehicle allows the engine to operate only in areas where the combustion efficiency of the engine is good, and uses the motor as the main drive source in other areas.

If the torque required to operate the vehicle is greater than the upper limit of the engine's permissible torque range, the engine is operated at the upper limit of the permissible torque in at least part of the range, and , the motor is controlled to compensate for the insufficient torque, and when the necessary torque can be obtained only by the engine, the vehicle is controlled to be operated by the engine only, thereby improving fuel efficiency.

However, in such conventional hybrid vehicle control devices, the engine and motor are connected by a one-way clutch that can transmit only engine power to the motor. It is not possible to transmit power, and a separate engine starting motor must be installed to start the engine, which increases manufacturing costs and increases vehicle weight, which worsens fuel efficiency. Ta.

Furthermore, in the control device of such a hybrid vehicle, the torque from the motor on the driven side cannot be transmitted to the engine, so the meta-motor for starting the engine cannot be used due to insufficient battery capacity. If the system is not usable, the engine cannot be started even if a person is forced to do so, resulting in the vehicle becoming unable to drive.

(Object of the Invention) The present invention has been made in view of the above-mentioned problems, and it is possible to connect and disconnect the engine and the motor with a latch, thereby reducing torque from the wheel side due to the inertia of the motor or vehicle. By transmitting the information to the engine to start the engine and eliminating the need to install a starter motor for starting the engine in the vehicle, it is possible to reduce the manufacturing cost of the vehicle, improve fuel efficiency due to weight reduction, and enable pushing. The purpose is to improve reliability by

(Structure of the Invention) The present invention provides a vehicle that is equipped with an engine and a motor as prime movers, transmits their output to wheels via a transmission, and is capable of running on the power of at least one of the engine and the motor. In the hybrid vehicle, a first clutch is interposed between the engine and the motor to enable connection/disconnection between the two, and a first clutch is interposed between the motor and the transmission to enable connection/disconnection between the two. A second clutch is provided, and the engine is started by controlling the first clutch, the second clutch, and the motor according to the operating condition of the vehicle.

According to this hybrid vehicle control device, when starting the engine, for example, when the vehicle inertia is large, the first
The engine is started by connecting the second clutch and transmitting wheel torque to the engine, and when the vehicle inertia is small and the motor is stopped, the second clutch is disengaged and then the first clutch is connected. At the same time, the motor starts the engine by energizing the motor.Furthermore, when the vehicle is in a state that requires power such as an acceleration state, the second
The engine can be started by the motor by connecting the first clutch while supplying power to the wheels without disengaging the clutch. Therefore, a dedicated starting motor for starting the engine is not required, making it possible to reduce the manufacturing cost of this vehicle. Furthermore, according to this hybrid vehicle control device, even if the battery becomes unusable, the engine can be pushed by connecting both the first and second clutches, so the vehicle can There is nothing that will make you unable to drive. 2 (Example) Hereinafter, an example of the present invention will be described based on the drawings.

1 to 7 are diagrams showing one embodiment of the present invention.

First, to explain the configuration, in FIG. 1, 11 is an engine, 12 is a motor/generator (hereinafter referred to as a motor) that functions as an electric motor and a generator, and these are the crankshaft of engine II and the output shaft of motor 12. 25 is an engine cooling water temperature detector that detects the temperature of a constantly connected electromagnetic type and outputs a voltage signal W proportional to the water temperature; 25 detects the gear shift position of the transmission 15 and determines whether the gear shift position is at a predetermined high-speed driving position (for example, A shift position detector 26 outputs a high potential signal H when the gear is in (Δ speed and 5th gear), and a shift position detector 26 detects the connection (disengagement) state of the first clutch 13 and detects the connection (disengagement) state of the first clutch 13.
A first clutch detector 3 outputs a high potential signal J when the clutch is connected, and a first clutch detector 27 outputs a high potential signal J when the second clutch 16 is connected. The second clutch detector 28 which outputs the signal J2 is a vehicle speed detector which detects the vehicle speed of the vehicle and outputs a voltage signal S proportional to the vehicle speed, and these detectors 19.20.21.2
2, edict, 24.5.26.27.28 is the central control unit 2
Connected to 9.

The central control device 29 includes a clutch drive device 30, a motor drive device 31 . It is connected to an ignition device 32, a fuel supply device 34 and a bypass valve drive device 35. This central control device receives input signals A, B, VM, C, WS.
Process HSJ, , J2, and S to set driving mode (motor mode, power generation mode, regeneration mode, engine mode)
At the same time, it calculates the appropriate state of the engine 11, motor 12, each clutch 13, 16, etc. in each driving mode, and determines the drive signal CL to realize the state.
MG, FR, FU, and 'FQ are output to each of the above-mentioned drive devices 30, 31, 32, 34, and 35, respectively.

The clutch drive device 30 selectively drives the first clutch 13 and the second clutch 16 as shown in the attached table in response to the drive signal CL output from the central control device 29, thereby driving the clutch between the engine 11 and the motor 12. At the same time, the prime mover 14 and the transmission 15 are also disconnected. However, when the driver depresses the clutch pedal, the second clutch 16 is in a disengaged state regardless of the drive signal CL output from the central control device 29.

The motor drive device 31 responds to the drive signal MG output from the central control device 29 and causes the mortar 12 to function as a generator or an electric motor, and also connects the motor drive 12 to a resistor that connects its load torque or output torque to the motor drive signal MG. This can be changed by changing the value of or by changing the voltage (current) applied to the motor 12.

The ignition device 32 receives a signal FR output from the central control device 29.
The ignition plug is energized in accordance with the driving mode, and in the case of a driving mode in which the engine 11 is stopped, the ignition plug is de-energized. Similarly, the fuel supply device 34 changes the amount of fuel supplied to the engine 11 according to the signal FU output from the central control device 29, and also when the signal FU indicates a driving mode in which the engine 11 is stopped. stops the fuel supply.

The bypass valve driving device 30, as shown in FIG.
A bypass valve 39 provided in a bypass passage 38 that bypasses the throttle valve 37 of the intake passage 36 is driven in response to a signal TQ output from the central control device 29 to open and close the bypass passage 38. This bypass valve driving wave fiffi30 is generated when the motor 12 is driven by the engine 11 and functions as a generator, the bypass passage 38 is opened and the amount of air supplied to the engine 11 (in the case of a fuel injection type, the amount of air supplied to the engine 11 is In this case, the air-fuel mixture is increased, and the torque generated by the engine 11 is increased in accordance with the load torque of the motor 12 functioning as a generator. The illustrated bypass valve driving device 30 is configured to selectively open and close the bypass passage 38, but it is also possible to continuously change the valve opening degree to continuously control the amount of air. It is also possible to configure However, configuring the valve opening degree to be continuously variable in this way may increase manufacturing costs.

Next, the effect will be explained.

In such a Vibriso F car, the first clutch 1
3 normally connects the engine 11 and motor 12, so when the ignition switch is operated to energize the motor 12, the engine 11 is driven by the motor 12 and started. That is, in such a case, the motor 12
The motor drive device 3I inputting the output signal MG of the central control device 29 connects the motor drive device 3I to the pantry 33, so that it is energized and rotates to drive and start the engine 11. Thereafter, the engine 11 performs a warm-up operation when the driver does not operate the accelerator pedal, and stops after warming up.

On the other hand, when the driver depresses the clutch pedal to set the gear shift position in the transmission 15 and depresses the accelerator pedal to drive the vehicle, the central controller 29 inputs signals A and B as shown in the flowchart of FIG. ,■
, M, C1W, , H, J, , J2, S, the driving mode of the vehicle is determined. That is, in the central controller 29, in step 101, each detector 19, 20
．． 21.22.23.24.25.26.27.28 output signals A, V, M, C, W, i(, Jl, J2, S are read and temporarily stored in RAM, and step At step 102, a signal W indicating whether or not the engine 11 has been warmed up based on the output signal W of the engine coolant temperature detector 24, that is, the coolant temperature is set to a predetermined value Wo.
Determine whether or not the above is true. “YES” in this step 102
” (W≧W0), the next step 103
, the output signal of the master bank negative pressure detector 21 ■
Based on this, it is determined whether the negative pressure in the negative pressure chamber of the vacuum booster is equal to or higher than a predetermined value Vo.
If it is determined that W<WO), the process continues to step 108.

If it is determined in step 103 that the negative pressure in the negative pressure chamber of the vacuum booster is equal to or higher than a predetermined value (V≧Vo), the next step 10 is performed.
4, the torque required for vehicle operation (hereinafter referred to as "required torque") calculated based on the amount of pedal depression of the accelerator pedal, etc. and the rotational speed of the motor 12, that is, the rotational speed transmitted to the drive shaft of the transmission 15, are determined to be a predetermined value. For example, it is determined whether the relationship is within the shaded area in FIG. If it is determined that the predetermined relationship does not exist (No), the process continues to step 106.

In step 105, the capacity of the battery is determined to be a predetermined value C based on the output signal C of the battery capacity detection element 23.
, (for example, about 20% of the total capacity) or more, and if it is determined that the battery capacity is more than a predetermined value (C≧C
+), the process moves to step 110, and if it is determined that the battery capacity is less than the predetermined value (C<C,), the process continues to step 106.

In step 110, the driving mode of the vehicle is determined to be the motor mode, and a command for driving the vehicle by the motor 12 is sent to each drive device 30, 31, 32, 33, 34.
．． 35 and starts the motor mode subroutine. That is, for example, when the amount of depression of the accelerator pedal is relatively small and the capacity of the battery 33 is sufficient, the driving mode of the vehicle is set to the motor mode, and in this motor mode, the central control device 29 sends signals to each drive device. 30.31.32.33.34.3
5 Drive signals CL, MG, FR corresponding to motor mode
, FU, and TQ are output, so the clutch drive device 30
As a result, the first clutch 13 is disengaged and the engine 1
The motor 12 is connected to the battery 33 by the motor drive device 31 and supplied with electric power corresponding to the amount of depression of the accelerator pedal, etc., and the ignition device 32 connects the spark plug of the engine 11. Stop energizing,
The fuel supply bag ff134 stops supplying fuel to the engine 11, and furthermore, the bypass valve driving device 35 blocks the bypass passage 38. Therefore, the motor 11 generates a torque corresponding to the amount of depression of the accelerator pedal, etc., and the vehicle runs using the motor 1 as a power source.

In step 106, similarly to step 104 described above, it is determined whether the required torque and the rotational speed of the motor 12 have a relationship within the shaded area in FIG. 7 (whether or not it is regeneration mode). and if it is determined that there is this relationship (Y
ES), the process moves to the next step 107, and if it is determined that this relationship does not exist (NO), the process moves to step 108. In step 107, the above-mentioned step 1
Similarly to 05, if the capacity C of the battery 33 is less than or equal to the predetermined value C2 (for example, 100% of the total capacity) (C≦02), the process moves to step 112; If it exceeds (C>02), step 1
Continued to 08 (.

In step 112, the driving mode of the vehicle is determined to be the regeneration mode, and the motor 12 is driven by the inertia of the vehicle, that is, the wheel 18.
Each drive device 30.31.32.3 sends a command to be driven by power from the R118 side and function as a generator.
4.35 and also starts the regeneration mode subroutine. That is, for example, when the accelerator pedal is not depressed or the brake pedal is depressed, the driving mode of the vehicle is set to the rotation mode,
From the central control unit 29 to each drive unit 30.31.32.3
4.35 Drive signals CL, MG, corresponding to regeneration mode
FR, FU, and TQ are output. Therefore, the first clutch 13 is brought into the disengaged state when the negative pressure (■) in the negative pressure chamber of the booster is equal to or higher than the predetermined value Vo (■≧Vo), and the negative pressure (■) is set to the predetermined value V.

(V<Vo), the motor 12 is connected to the notary 33 as a generator. Therefore, the motor 12 is connected to the transmission 15
The torque transmitted from the side via the second clutch 16 generates electricity and performs regenerative braking of the vehicle. Note that the amount of power generated by the motor 12 is calculated by subtracting the friction torque of the engine 11 from the torque transmitted from the transmission 15 side when the first clutch [3] is in the connected state. do.

In step 108, it is determined whether the mode is power generation mode. That is, in this step 108, similarly to the above-mentioned steps 104 and 106, if the required torque and the rotation speed of the motor 11 have a relationship within the shaded area in FIG. 6 (YES), If it is determined that the power generation mode is present, the process proceeds to the next step 109, and if the above relationship does not exist (No), it is determined that the power generation mode is not present, and the process proceeds to step 114. In step 109, similarly to step 105o and step 107 described above, when the capacity 1c of the battery 33 is less than a predetermined value C3, (for example, 50% of the total capacity) (C≦03), the process moves to step 113; When the capacity C of the battery 33 exceeds the predetermined value C3 (C<C3), the process moves to step 114.

In step 113, the driving mode of the vehicle is determined to be a power generation mode, and a command is issued to each drive device 30.
31, 32, 34, and 35, and also starts a power generation mode subroutine for starting the engine 11, which will be described later. That is, for example, when the amount of depression of the accelerator pedal is small and the capacity of the battery 33 is small, the driving mode of the vehicle is set to the power generation mode, and the central control device 29 sets each drive device 30, 31, 32.
．． Drive signals CL and M corresponding to the power generation mode to 34.35
G, FR, FU, and TQ are output.

Therefore, the first clutch 13 and the second clutch 16 are in a connected state, and the motor 12 is operated as a generator by the battery 3.
3, voltage is applied to the spark plug of the engine 11, fuel is supplied in accordance with the amount of depression of the accelerator pedal, and the bypass passage 38 is opened by the bypass valve 39. Therefore, the vehicle runs using the engine 11 as a power source, and the motor 12 is driven by the engine 11 to generate electricity and charge the battery 33. Note that at this time, torque for driving the motor 12 is loaded on the engine 11, but the bypass passage 3
8 is opened and the fuel supplied to the engine 11 increases,
Since the output 1-lux of the engine 11 is increased, there is no problem in running the vehicle.

Similarly, in step 114, the driving mode of the vehicle is determined to be the engine mode, and a command for driving the vehicle with the engine 11 is sent to each drive device 30, 31, 32.
．． 34 and 35, and a subroutine for starting the engine 11 is started. That is,
For example, when the vehicle is in an acceleration state, the driving mode of the vehicle is set to engine mode, and the engine mode is transmitted from the central control device 29 to each drive device 30, 31, 32, 34, and 35.

Drive signals CL, MG, FR, FU corresponding to.

TQ is output. Therefore, the first clutch 13 and the second clutch 16 are in a connected state, connecting the engine 11 to the transmission 15, and the motor 12 is connected to the battery 3.
The engine 1 is cut off from the bypass passage 3 and idles, voltage is applied to the spark plug of the engine 1, and fuel is supplied according to the amount of depression of the accelerator pedal.
B is blocked by a bypass valve 39. Therefore, the vehicle runs with sufficient power supplied from the engine 11.

Here, as mentioned above, when the driving mode of the vehicle is the motor mode, the engine 11 is stopped, so when the driving mode shifts from the motor mode to the power generation mode or the engine mode, as shown in FIG. As shown in the flowchart, the central controller 29 receives input signals A, B, and V.
, M, C, W, H, Jl, J2, and S, the engine 11 is started. That is, first, in step 201, based on the output signal H of the shift position detector 5, the shift position of the transmission 15 is set to a high speed shift position (for example, 4th and 5th gear) or a low speed shift position (for example, 1st gear, 2nd and 3rd gear), and when it is determined that the shift position is on the high speed side (YES>Step 20)
The process proceeds to step 2 to determine the vehicle speed, and when it is determined that the vehicle is still in the low speed shift position (No), the process continues to step 203.

In step 203, a signal CL for disengaging only the second clutch 16 is output to the clutch drive device 30 to
Disconnect clutch 16%! Then, in the following step 204, the first clutch 13 is similarly brought into the connected state. Further, in step 205, a signal M is sent to the motor drive device 31 to cause the motor 12 to function as an electric motor.
G is output and the motor 12 rotates the engine 11 to start the engine 11 for a predetermined period of time (for example, 0.5 seconds).
The process then proceeds to step 206, in which the second clutch 16 is connected, similar to steps 203 and 204 described above.

In step 202, based on the output signal S of the vehicle speed detector 28, the vehicle speed is determined to be a predetermined value So (for example, 20 μm/
h) If it is determined that the vehicle speed is equal to or higher than a predetermined value (S≧So), proceed to step 207, and if it is determined that the vehicle speed is less than a predetermined value (S≦So), as described above. The process proceeds to step 203, where the second clutch 16 is brought into the disengaged state. In step 207, the above-mentioned step 2
Similarly to 04, the first clutch 13 is brought into the connected state.

Therefore, the engine 11 is connected to the first clutch 13, the second clutch 14, the transmission 15 and the differential gear 1.
7 to the wheels 18R118L, and the wheels 11br
, 18L of rotational force is transmitted and activated by the inertia of the vehicle.

In this way, since the engine 11 is started by controlling the clutch 13, 16 according to the driving state or inertia of the vehicle, there is no need to install a dedicated engine starting motor, which increases manufacturing costs. Moreover, there is no increase in the weight of the vehicle, and fuel efficiency is improved. Furthermore, since the clutches 13, 16 are selectively connected and disconnected depending on the speed of the vehicle and the shift position of the transmission, no shock occurs when the engine 11 is started.

Furthermore, if the capacity of the battery 33 decreases and it becomes impossible to start the motor 12, the first and second clutches 13.1
6 are both connected, and the rotational force of the wheels 18R and 18μ can be transmitted to the engine 11. For this reason,
When the vehicle is pushed, the engine 1 rotates and the engine 11 can be pushed forward.

Also, in the hybrid vehicle control device according to the present invention, when the ignition switch is operated, the motor 12 is energized to rotate the engine 11 and the engine 11 can be started, as in a normal vehicle.

Although this embodiment shows a hybrid vehicle having a manual transmission, it goes without saying that the present invention can also be implemented in a hybrid vehicle having an automatic transmission. However, in a hybrid vehicle having an automatic transmission, the second clutch 16 shown in the above embodiment is replaced with a torque converter, and in a torque converter with a lock amplifier mechanism, the lock-up mechanism is replaced with the second clutch 16. control in the same way.

(Effects of the Invention) As explained above, according to the hybrid vehicle control device of the present invention, the engine is connected to the motor, the first clutch interposed between the motor and the engine, and the motor and the transmission. By controlling the second clutch interposed between the two clutches according to the inertia of the vehicle, the engine is started by the power transmitted from the wheels or the power of the motor, so the vehicle is equipped with a motor for starting the engine. This eliminates the need for vehicle manufacturing costs, reduces vehicle weight, and improves fuel efficiency. Furthermore, even if the battery capacity is low and the motor cannot be started, the engine can be pushed by pushing the vehicle.

[Brief explanation of the drawing]

1 to 7 are diagrams showing a control device for a hybrid vehicle according to an embodiment of the present invention, in which FIG. 1 is an overall configuration diagram, FIG. 2 is a schematic diagram of main parts, and FIGS. FIG. 4 is a flowchart, and FIGS. 5 to 7 are diagrams showing the relationship between the required torque and the rotational speed of the motor to explain the operation. 11-----One engine, 12-----Motor, 13.16--Clutch, 15-----Transmission, 1st----
One wheel, 19------Accelerator opening detector, 20------
- Brake depression amount detector, 21 ---- Master bar
Tsuku negative pressure detector, 22-----Motor rotation speed detector, 23-111--Battery capacity detector, 24----
-1 engine coolant temperature detector, 25--shift position detector, 26.27--clutch detector, 28--
1. Speed detector, 29.-- Central control device, 30. Clutch drive device, 31. Knee motor drive device. 33------Battery. Patent Applicant Nissan Motor Co., Ltd. Representative Patent Attorney Agagun Part

Claims (1)

[Claims] In a hybrid vehicle that is equipped with an engine and a motor as prime movers, the output of which is transmitted to the wheels via a transmission, and that can be driven by the power of at least one of the engine and the motor, there is a gap between the engine and the motor. a first clutch that is interposed between the motor and the transmission to enable connection and disconnection between the two; and a second clutch that is interposed between the motor and the transmission and enable the connection and disconnection between the two; A control device for a hybrid vehicle, characterized in that the engine is started by controlling a clutch, the second clutch, and the motor according to the driving state of the vehicle.