JPS63203430A - Driving force controller for hybrid driving car - Google Patents

Abstract

PURPOSE:To abate a shift shock simply and inexpensively, by driving either side of front wheels or rear wheels with an engine, and driving the other side with an electric motor, respectively, while compensating variations in engine driving side torque during a shift period at the motor driving side. CONSTITUTION:Front wheels are driven by an engine via an automatic transmission 1, and rear wheels are driven by a motor 7 via a transmission 9. In this constitution aforesaid, a torque sensor 4 is additionally installed between a shift mechanism 2 and a differential mechanism 5 in the automatic transmission at the front-wheel driving side. And, a torque sensor 10 is additionally installed between a shift mechanism 8 and a differential mechanism 11 in the transmission 9 at the rear-wheel driving side. And, a shift solenoid 3 of the automatic transmission 1 is controlled by a controller 6, which the motor 7 is controlled on the basis of detected of detected torque of both front and rear wheels out of these torque sensors 4 and 10. At this time, the motor 7 is controlled so as to cause the total value of the detected torque of these front and rear wheels to become equal to that before the gear shifting.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is an automatic hybrid drive vehicle in which one of the front wheels or the rear wheels is driven by an engine (internal combustion engine or external combustion engine) and the other is driven by an electric motor. The present invention relates to a driving force control device for a hybrid drive vehicle that changes the output of an electric motor to reduce shift shock of a transmission.

[Conventional technology]

An automatic transmission generally includes a well-known planetary gear mechanism group, a friction engagement device for fixing or releasing each element of this planetary gear mechanism group, a hydraulic control device for selectively operating the friction engagement device, and a hydraulic control device. It consists of an electronic control device. Then, the electronic control device determines the gear position according to various driving conditions and controls the hydraulic control device.
The frictional engagement device is selectively operated to fix or release each element of the planetary gear mechanism group, thereby automatically controlling the speed change.

Further, a torque converter is connected between the engine and the automatic transmission, and a lock-up clutch is disposed within the torque converter. Engine power is transmitted directly to the transmission when this lock-up clutch is engaged, and transmitted to the transmission via the torque converter when it is disengaged.Normally, this engagement and disengagement are set for each gear position category. However, in automatic transmission driving,
If shift control is performed while the gear is locked up, a large shift shock may occur. Various proposals have been made to eliminate such shift shock.

The applicant of the present invention has also separately proposed a system (Japanese Patent Application No. 154332/1982) in which the shift shock is eliminated by determining the shift period and controlling the lock-up clutch. This method detects the input rotation speed and output rotation speed of the transmission, calculates the ratio, and compares this with the gear ratio before and after the shift to determine the start and end of the shift, and locks the gear during the shift. This is to control the up clutch into an open state, a standby state, a sweep state, a slip state, etc.

As mentioned above, in the past, in order to reduce the shift shock of automatic transmissions, the engagement hydraulic pressure of frictional engagement elements such as clutches and brakes, which are components of automatic transmissions, was gradually increased, or the hydraulic pressure was supplied or This was done by appropriately adjusting the timing of the discharge speed.

[Problem that the invention seeks to solve]

Incidentally, since automatic transmission devices perform speed change control according to various driving conditions, their control and structure are complicated. Furthermore, when attempting to reduce shift shock by controlling the frictional engagement device and lock-up clutch of automatic transmissions as described above, the hydraulic control device becomes increasingly complex and precise, resulting in high cost and reliability. also decreases.

The present invention solves the above-mentioned problems, and provides driving force control for a hybrid drive vehicle that can reduce shift shock without controlling the friction engagement device or lock amplifier clutch of an automatic transmission. The purpose is to provide equipment.

[Means for solving problems]

To this end, the driving force control device for a hybrid drive vehicle of the present invention controls the output torque of the engine drive side in a hybrid drive vehicle in which one of the front wheels or the rear wheels is driven by the engine via a transmission, and the other is driven by an electric motor. A torque sensor detects, a torque sensor detects the output torque of the electric JR drive side, and a torque sensor detects the output torque of the electric JR drive side, and determines the shift period and determines whether the total value of the output torque of the engine drive side and the output torque of the electric motor drive side during the shift period is the same as before the shift start. The present invention is characterized in that it includes a control means for controlling the output torque on the motor drive side so that there is no difference.

[Action and effect]

The driving force control device for a hybrid drive vehicle of the present invention detects the torque of the front wheels and the rear wheels, and feeds back the torque detected during the shift period to the output of the electric motor to change the output of the electric motor, thereby driving the entire vehicle. Since the force is controlled so as not to change, shift shock can be reduced.

〔Example〕

Examples will be described below with reference to the drawings.

FIG. 1 is a diagram showing the configuration of one embodiment of the driving force control device for a hybrid drive vehicle according to the present invention, and FIG. 2 is a diagram showing the configuration of another embodiment of the driving force control device for a hybrid drive vehicle according to the present invention. , FIG. 3 is a diagram showing an example of the configuration of the control device, and FIG. 4 is a diagram for explaining the flow of processing by the control device.

In the figure, 1 and 13 are automatic transmissions, 2 and 8 are transmission mechanisms, 3 and 12 are transmission solenoids, 4.10 and 15 to 18 are torque sensors, 5 and 11 are differential mechanisms, and 6 and 14 are control devices. ,7
．． 20 and 21 are motors, and 9.19 and 22 are transmissions.

In FIG. 1, the front wheels are driven by an engine through an automatic transmission 1, and the rear wheels are driven by a motor 7 at a gear stage 9 (
or speed reducer).

The torque sensor 4 is installed between the transmission mechanism 2 and the differential mechanism 5 of the automatic transmission 1 on the front wheel drive side to detect the torque on the front wheel side, and the torque sensor 10 is installed on the front wheel drive side. It is installed between the transmission mechanism 8 and the differential mechanism 11 of the transmission 9 to detect the torque on the rear wheel side. The control device 6 determines the gear position according to the driving conditions and controls the shift solenoid 3 of the automatic shift m1, and also controls the output of the motor 7 by inputting the detected torque of the front and rear wheels from the torque sensor 4.10. The control signal of the shift solenoid 3 is used to determine the start of shifting and also determines whether the shifting period is in progress. During the shifting period, the output of the motor 7 is adjusted so that the total value of detected torque of the front and rear wheels is the same as before the shifting. control.

That is, when the shift solenoid 3 is controlled by a signal from the control device 6 and the shift starts in automatic shift if, the torque changes on the front wheel side as the Y friction engagement device engages and disengages, and the drive of the entire vehicle is affected. A shift shock occurs due to the change in force, but if the output of the motor 7 is controlled by the control device 6 so that the torque fluctuation on the front wheel side is absorbed by the rear wheel side, the driving force of the entire vehicle becomes constant. Shift shock can be reduced.

FIG. 2 shows another embodiment of the configuration of the driving force control device for a hybrid drive vehicle according to the present invention.

In the example shown in FIG. 2, torque sensors 15 to 18 are attached to each axle of the front and rear wheels, and two motors 20
．． 21, the left and right sides are independently driven via transmissions (or reduction gears) 19 and 21.

Further, FIG. 3 shows an example in which the control device corresponding to the above embodiment is configured by a plurality of blocks.
A) corresponds to the control device 6 in FIG. 1, and bl corresponds to the control device 14 in FIG. 2.

If the configuration is divided into a rear wheel (right) control device 34 and a rear wheel (left) control device 35 like a TLT person, the left and right torques can be set separately according to the driving conditions, and the two motors will control the left and right rear wheels. Each wheel can be controlled independently. In this way, it is possible to control the vehicle so as to absorb not only the torque of the front wheels driven by the engine but also the fluctuations in the torque of the other rear wheel, and for example, it is possible to prevent the inner wheels from slipping when turning. In other words, when cornering, the ground load on the inner wheel becomes lighter due to centrifugal force, making it more likely to slip. However, by detecting the torque change at this time and taking over the torque on the outer wheel, slips can be prevented and the impact during cornering can be reduced. It can also improve acceleration.

Next, the flow of processing by the control device will be explained with reference to FIG.

First, the front wheel torque and rear wheel torque are read, and the driving force is set by accelerator opening to control the motor output.

The total value of the front wheel torque and rear wheel torque at this time is taken as the pre-shift torque, and the shift signal (signal of the shift solenoid) is checked to determine whether or not the shift is to be started. If No, the above process is repeated.

However, in the case of YES, the front wheel torque is read, and the difference between the pre-shift torque and the front wheel torque is set as the target value of the rear wheel torque, and the output of the motor is controlled. This process is continued until the shift is completed. In this case, the end of the shift is determined based on whether a predetermined period of time has elapsed since the start of the shift.

Note that the present invention is not limited to the above embodiments, and various modifications are possible. For example, in the above embodiment, the start of a shift was determined by the shift signal, and the end of a shift was determined by the elapsed time after the start of the shift. You can make a judgment based on the In addition, although the configuration in which the front wheels are driven by the engine is shown, it may be configured to be driven by the motor conversely.Furthermore, the torque sensor on the motor drive side may be substituted by detecting the motor drive current. Good too.

As is clear from the above description, according to the present invention, a hybrid configuration is adopted in which one of the front wheels or the rear wheels is driven by an engine, and the other is independently driven by an electric motor,
Since fluctuations in torque on the engine drive side during the shift period are compensated for on the motor drive side, shift shock can be reduced by controlling the output of the electric motor, without having to consider reducing shift shock in the automatic transmission on the engine drive side. Furthermore, since the torque on the electric i-drive side is controlled, the configuration of the control device can be simplified without controlling the hydraulic circuit or frictional engagement device, reducing the burden on the automatic transmission side and reducing the burden on the automatic transmission side. It is possible to reduce machine costs and improve reliability.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of one embodiment of the driving force control device for a hybrid drive vehicle according to the present invention, and FIG. 2 is a diagram showing the configuration of another embodiment of the driving force control device for a hybrid drive vehicle according to the present invention. , FIG. 3 is a diagram showing an example of the configuration of the control device, and FIG. 4 is a diagram for explaining the flow of processing by the control device. ■ and 13... automatic transmission, 2 and 8... transmission mechanism, 3
and 12...speed change solenoid, 4.10 and 15-18.
...Torque sensor, 5 and 11...Differential mechanism, 6 and 14
...Control device, 7.20 and 21...Motor, 9.
19 and 22...transmission. Applicant: Patent attorney representing Aisin Warner Co., Ltd.
Ryukichi Abe (2 others) Figure 3

Claims (4)

[Claims] (1) In a hybrid drive vehicle in which one of the front wheels or rear wheels is driven by the engine via a transmission and the other by an electric motor, a torque sensor detects the output torque of the engine drive side, and a torque sensor detects the output torque of the electric motor drive side. It determines the torque sensor to detect and the shift period, and controls the output torque of the motor drive side so that the total value of the output torque of the engine drive side and the output torque of the motor drive side during the shift period is the same as before the start of the shift. What is claimed is: 1. A driving force control device for a hybrid drive vehicle, comprising a control means for controlling the driving force of a hybrid drive vehicle. (2) Driving the hybrid drive vehicle according to claim 1, wherein the control means detects the start of the shift based on a signal from the shift solenoid, and determines a predetermined time after the start of the shift to be during the shift period. Force control device. (3) The hybrid according to claim 1, wherein the control means determines the start of the shift and the duration of the shift depending on whether the amount of change in the output torque on the engine drive side is within a certain value. Driving force control device for driving vehicles. (4) The hybrid drive vehicle according to claim 1, wherein the control means determines the start of the shift and the duration of the shift depending on whether the output torque on the engine drive side is within a predetermined value. Driving force control device.