JPH10951A - Drive control device for hybrid vehicle - Google Patents

Abstract

(57) [Problem] To provide an engine operated by fuel combustion and a motor generator as a power source during vehicle running, and to operate the engine and gradually increase the reaction force of the motor generator from zero. In a hybrid vehicle having an engine start mode in which the vehicle is started, the engine start mode can be executed even when the motor generator fails. When a failure of the A motor-generator, when the shift lever is operated from the N or P position to D or R range, the second clutch CE ₂ is engaged (ON) in step SA6, Step SA
8, SA10, the first clutch CE ₁ in SA12 is gradually engaged in a predetermined slip state to continue to reduce the slip rate.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a drive control device for a hybrid vehicle, and more particularly to a technique for executing an engine start mode when a motor generator fails.

[0002]

2. Description of the Related Art (a) An engine operated by burning fuel, (b) a motor generator, (c) a first rotating element connected to the engine, a second rotating element connected to the motor generator, And a third rotating element coupled to the output member to mechanically combine forces therebetween;
2. Description of the Related Art A so-called mixed-type hybrid vehicle including a distributing and distributing mechanism is known. JP-A-7-135
The device described in Japanese Patent Publication No. 701 is one example.

[0003] Further, although it is an unknown technique, Japanese Patent Application No. 7-29 is disclosed.
Japanese Patent No. 4148 discloses that (d) a first clutch disposed between the engine and a first rotating element, and (e) two rotating elements of the composite distributing mechanism which are connected to each other to integrally form the composite distributing mechanism. A hybrid vehicle including a second clutch that rotates is proposed. In such a hybrid vehicle, it is possible to travel in a plurality of different operation modes depending on the combination of the operation state of the power source and the engagement states of the first clutch and the second clutch. An engine start mode in which the second clutch is disengaged to operate the engine, and the reaction force of the motor generator is gradually increased from zero to start the vehicle.

[0004]

However, in the above-described hybrid vehicle, if the motor generator breaks down, not only cannot the motor run, but also the reaction force of the motor generator cannot be accurately controlled. In addition, the engine start mode cannot be executed, and the vehicle may not be able to run.

The present invention has been made in view of the above circumstances, and has as its object to provide an engine that operates by burning fuel and a motor generator as a power source during vehicle running. In a hybrid vehicle having an engine start mode in which the engine is started and the vehicle is started by gradually increasing the reaction force of the motor generator from zero, the engine start mode can be executed even when the motor generator fails. It is in.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides (a) an engine operated by burning fuel, (b) a motor generator, and (c) a motor generator connected to the engine. A combining and distributing mechanism having one rotating element, a second rotating element connected to the motor generator, and a third rotating element connected to the output member, and mechanically combining and distributing force among them; (d) a first clutch for connecting and disconnecting a power transmission path between the engine and the first rotating element or between the output member and the third rotating element; and A second clutch for connecting the two rotating elements to rotate the combined distribution mechanism integrally; and (f) engaging the first clutch and providing the second clutch.
In a drive control device for a hybrid vehicle having an engine start mode in which a clutch is released, the engine is operated, and the reaction force of the motor generator is gradually increased from zero to start the vehicle, (g) power is supplied to drive wheels. Transmission state switching operation means operated by an occupant to switch between a transmission state in which transmission is performed and a non-transmission state in which power is not transmitted to the drive wheels; and (h) when the motor generator fails, the transmission state switching operation means. When the state switching operation means is operated to switch from the non-transmission state to the transmission state, one of the first clutch and the second clutch is engaged and the other is engaged in a predetermined slip state. And a clutch control means at the time of motor failure.

[0007]

In the drive control device for a hybrid vehicle according to the present invention, when the transmission state switching operation means is switched from the non-transmission state to the transmission state when the motor generator fails, the first clutch and the second clutch are controlled. Since one of the clutches is engaged and the other is engaged in a predetermined slip state, the transmission torque from the engine to the drive wheels is gradually increased in accordance with the slip state, without causing engine stall or the like. The engine can be started,
In addition, the shock at the start and the load on the drive system are reduced.
Not only the case where the vehicle actually starts, but also the case where a predetermined creep torque is generated while maintaining a stopped state by a driver's brake operation or the like is included.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A composite distributing mechanism according to the present invention has three rotating elements, such as a planetary gear unit and a bevel gear type differential unit, which are operatively connected and relatively rotated, and are mechanically operated. It is capable of combining and distributing forces, and a planetary gear device is preferably used. When a planetary gear device is used, a ring gear is used as the first rotating element, and a sun gear is used as the second rotating element.
It is desirable to use a rotating element and a carrier as the third rotating element.

The first clutch and the second clutch include a hydraulic clutch that is frictionally engaged by a hydraulic actuator, an electromagnetic clutch that is engaged by an electromagnetic force, and the like.
A clutch capable of controlling the engagement force is preferably used, but if the slip control is not performed, another clutch such as a dog clutch may be used. The first clutch connects a power transmission path between the engine and the output member,
What is necessary is just to be able to shut off, and it is suitably provided between the engine and the first rotating element or between the output member and the third rotating element. The output member may be a drive wheel, but may be an input member of an automatic transmission. Further, the second clutch only needs to connect two of the three rotating elements of the combining and distributing mechanism, and is desirably provided between the sun gear and the carrier in terms of load torque at the time of connection. It is also possible to provide between the sun gear and the ring gear or between the carrier and the ring gear.

Although the hybrid vehicle of the present invention does not necessarily require a transmission, a stepped gear type transmission such as a parallel two-shaft type or a planetary gear type, or a gear ratio can be steplessly changed. A continuously variable transmission such as a belt type or a toroidal type can be provided between the third rotating element and the driving wheels.

In the engine start mode, when the transmission state switching operation means is switched from the non-transmission state to the transmission state, the engine is operated and the reaction force of the motor generator is gradually reduced from zero in accordance with the accelerator operation. Although the vehicle is started with the increase, it is desirable to generate a so-called creep torque by generating a reaction force of the motor generator by a predetermined amount regardless of the accelerator operation even if the accelerator is off.

[0012] The clutch control means at the time of motor failure includes:
In the case where one of the first clutch and the second clutch is engaged, the engagement means complete engagement (relative rotation is 0), and in a predetermined slip state in which the slip is gradually reduced. It also means engagement. That is, the first clutch and the second clutch
The clutch engagement pattern includes a pattern in which the first clutch is completely engaged and a second clutch is slip-engaged,
There are three modes, a pattern in which the first clutch is slip-engaged and the second clutch is completely engaged, and a pattern in which the first clutch and the second clutch are both slip-engaged.

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 including a drive control device according to one embodiment of the present invention.

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

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

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

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

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You. The main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38, and hydraulic actuator
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And a one-way club
Switch F₁ , F_Two It is comprised including.

The hydraulic circuit 40 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 40 is mechanically switched by a manual shift valve connected to the shift lever 42, so that the clutches C ₀ , C
₁ , C ₂ and brakes 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 five forward steps (1st to 5th) ), And each of the first reverse speeds (Rev) is established.

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

In the column of clutch, brake and one-way clutch in FIG. 3, "「 "indicates engagement, and" ● "indicates that the shift lever 42 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 neutral N, the reverse gear Rev, and the engine brake range are established by mechanically switching the hydraulic circuit 40 by a manual shift valve mechanically connected to the shift lever 42. The shifts between the first shift stages and the fifth shift stages are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

FIG. 4 shows the shift lever 42 shown in FIG.
Shows the operation position of. In the figure, the shift lever 42 is supported by a support device (not shown) that operably supports the shift lever 42 to eight operation positions by combining six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle. Is supported. In this embodiment, the shift lever 42 corresponds to the transmission state switching operation means, and the N range and the P range in which the clutches C ₁ and C ₂ are released are in the non-transmission state, and the R range and the D range are in the non-transmission state. Transmission state.

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
In order to smoothly perform this shift, a circuit shown in FIG. 5 is incorporated in the hydraulic circuit 40 described above.

In FIG. 5, reference numeral 70 indicates a 1-2 shift valve, and reference numeral 71 indicates a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. The numbers indicate the respective gears.

The third brake B ₃ is connected to an oil passage 7 at 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 B3 control a valve, the engagement pressure P _B3 of the third brake B ₃ The B3
It is directly controlled by the control valve 78. That is, the B-3 control valve 7
8 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween. An oil passage 75 is connected to an input port 82 opened and closed by the spool 79, and the input port 82 is selectively connected to the oil path 75. output port 83 which is communicated with is connected to the third brake B _3.
Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports 85 of the 2-3 shift valve 71, the port 86 for outputting the D range pressure at the third or higher speed is an oil passage. 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.

[0034] 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.

[0035] 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 , and a port 107 formed at an intermediate portion so as to be opened and closed by its spool 106 has a second brake B _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively communicated with the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at 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. 5, 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. Therefore, the transient hydraulic pressure P _B2 for engaging / disengaging the second brake B ₂ changes at a higher pressure as the signal pressure of the linear solenoid valve SLN is lower. Other clutches C ₁ , C ₂ for shifting
Accumulator is provided in such and brake B _0, the accumulator control pressure by being allowed to act, so that the transient hydraulic pressure in the gear shifting is controlled in accordance with the torque T _I of the input shaft 26.

Further, reference numeral 122 denotes a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 1
22 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

Therefore, according to the hydraulic circuit 40 described above, if the port 111 of the B-3 control valve 78 is in communication with the drain, the engagement pressure P of the third brake B _3
B3 can be directly regulated by the B-3 control valve 78, and the pressure regulation 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, the change from the second gear to the third gear is performed.
Speed is the third brake B_ThreeAnd release the second
Brake B_TwoSo-called clutch tsukura that gently engages
In this case, the input gear is input to the input shaft 26.
Shaft torque T_IBased on the linear solenoid valve SLU
Brake B driven by_ThreeRelease transient hydraulic pressure P _B3
Control to reduce gear shift shocks appropriately.
Can be. Input shaft torque T_IOil pressure P based on_B3Control
Must be performed in real time with feedback control, etc.
Input shaft torque T at the start of shifting_IOnly based
It may be performed by doing.

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. These controllers 50 and 52 include a microcomputer having a CPU, a RAM, a ROM, and the like, and include ON / OFF of a start switch 44, an operation range of a shift lever 42, an operation range of a shift lever 42,
8, a signal indicating the vehicle speed V (corresponding to the output shaft speed N _O ) is supplied, and the accelerator operation amount θ _AC and the input shaft speed N
_I , the engine torque T _E , the motor torque T _M , the engine speed N _E , the motor speed N _M , various amounts of information such as the state of charge SOC of the power storage device 58 and the ON / OFF state of the brake are read and set in advance. Perform signal processing according to the program.

[0047] 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 and the charging efficiency during 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.

As shown in FIG. 6, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 40 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 by the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
The excitation state of N is controlled, and the hydraulic circuit 40 is switched or the hydraulic control is performed, so that the shift speed is switched according to predetermined shift conditions. The shifting conditions are
For example, it is set by a shift map or the like using the running state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

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. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 8, it is determined in step S1 whether or not an engine start request has been issued, for example, to run the vehicle using the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

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 is clear from FIG 8 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.

[0055] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output. Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in the neutral state.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or shift lever 42
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 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 and the no-load state, 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.

[0059] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

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

On the other hand, if the judgment 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 shift lever 42 is in the non-transmission state, that is, whether the N or P range is selected.
Mode 9 is selected in 9 and mode 7 is selected in step S10 in the case of the N or P range.

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
By controlling the regenerative braking torque, the vehicle is started, and a predetermined creep torque is generated even when the accelerator is off.

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 approximately 1.5 times _E is output from the carrier 14c.

That is, it is possible to start a high torque of (1 + ρ _E ) / ρ _E times the torque of the motor generator 14. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 14c is reduced to zero only by rotating the rotor shaft 56 in the reverse direction.
And the vehicle is stopped.

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 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request for starting the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output shaft rotation speed N _O ),
Based on the gear position of the automatic transmission 18 and the like, it is calculated by a predetermined data map, an arithmetic expression or the like.

The first judgment value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

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

In the mode 1, the first clutch CE ₁ is released (OFF), the second clutch CE ₂ is engaged (ON), and the engine 12 is stopped, as is apparent from FIG.
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 controlling the shift. Good motor drive control is possible.

This mode 1 is executed when the required output Pd is in the low load region where the required output Pd is equal to or less than the first determination value P1 and the 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.

Mode 3 selected in step S14 is
As is apparent from FIG. 8, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

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

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

If P1 <Pd <P2, it is determined in step S16 whether 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 modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, mode 1 is selected in step S13 and the vehicle runs using only 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.

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

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

In the high load region, 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 operation of the present embodiment to which the present invention is applied, that is, a control operation for executing the engine start mode even when the motor generator 14 fails, will be described with reference to the flowchart of FIG. Will be explained. In this embodiment, steps SA6, SA8,
SA10 and SA12 correspond to the clutch control means at the time of motor failure, and are executed by the hybrid control controller 50.

In FIG. 9, in step SA1, the mode
It is determined whether the generator 14 has failed.
You. This failure is due to the failure of the motor generator 14 itself.
Of course, it is connected to the motor generator 14.
Motor generator 14 has failed
Includes various abnormalities that cannot be operated.
_MJudgment based on abnormality of diagnosis and diagnosis function
Is done. Incidentally, the failure of the motor generator 14 is, for example,
Be notified to the driver by warning lamps, etc.
Is desirable. And if this judgment is affirmed,
At step SA2, the engine 12 is started (ON).
The engine speed N_EEtc.
You.

If the determination in step SA2 is negative, in step SA3, the start switch 44 is turned off.
It is determined whether or not N. If the determination in step SA3 is affirmative, the engine 12 cannot be started by the motor generator 14 at present in step SA4.
Is started. Thereby, even if motor generator 14 cannot be used, it is possible to travel using engine 12.

On the other hand, if the determination in step SA2 is affirmative, in step SA5, the shift lever 4
2 is operated to the N or P range for achieving the non-transmission state.
Is determined on the basis of the signal supplied from.

[0093] If the determination is negative in this step SA5, at step SA6, the second clutch CE ₂ is engaged (ON). Subsequently, in step SA7,
Whether the shift lever 42 has been operated from the N range to the D range for achieving the transmission state is determined based on a signal supplied from the shift position sensor 46. If the determination at step SA7 is affirmative, at step SA8, the first clutch CE ₁ is engaged in a predetermined slip state gradually reduce the slip rate (O
N). This slip control is started after confirming the engagement of the clutch C ₁ or the like rotary sensor or a hydraulic sensor, using a hydraulic control means such as a linear solenoid valve (engaging force control means) monitors such as slipping state It is done while. At this time, it is desirable to control the slip ratio so that an appropriate creep torque is generated when the brake is ON, and to reduce the slip ratio relatively quickly to complete engagement when the accelerator is ON.

On the other hand, if the determination in step SA7 is negative, in step SA9 the shift lever 4
It is determined whether or not 2 has been operated from the N range to the R range for achieving the transmission state based on the signal supplied from shift position sensor 46. If the judgment is affirmative, in step SA10, the first clutch CE ₁ similarly to the step SA8 is gradually reduced slip ratio engagement in a predetermined slip state (ON)
Is done. However, this case is performed after confirming the engagement of the clutch C ₂ and the brake B _4.

On the other hand, if the determination in step SA9 is negative, it is determined in step SA11 whether or not the shift lever 42 has been operated from the P range to the R range for achieving the transmission state by the shift position sensor 46.
Is determined on the basis of the signal supplied from. If the judgment is affirmative, in step SA12, similarly to the step SA10, the engagement in a predetermined slip state where the first clutch CE ₁ is gradually reduced slip rate (O
N).

On the other hand, if the determination in step SA5 is affirmative, in step SA13, whether the shift lever 42 has been operated from the D or R range to the P or N range is supplied from the shift position sensor 46. The determination is made based on the signal.

If the determination in step SA13 is affirmative, it is determined in step SA14 whether or not the vehicle speed V detected by the vehicle speed sensor 48 is equal to or higher than a predetermined value α. The predetermined value α is switched to the D or R range, and when the clutch C ₁ or C ₂ is engaged, the engine 1
The vehicle speed is set to such an extent that engine stall or excessive load does not occur even if 2 is directly connected. If this determination is affirmative, in step SA15, the first clutch CE
₁ is maintained in the engaged (ON) state. On the other hand, if this determination is denied, in step SA16, the first
Clutch CE ₁ is gradually released (OFF) in order to avoid the engine stall or shock or the like.

On the other hand, if the determination in step SA13 is negative, it is determined in step SA17 whether the vehicle speed V detected by the vehicle speed sensor 48 is equal to or higher than the predetermined value α. If the determination is affirmative, in step SA18, the mode 2 is prepared in preparation for starting the engine.
Is executed. On the other hand, if this determination is denied, although the clutches C ₁ and C ₂ are released (OFF) to achieve neutral, the mode 7 is executed in order to more reliably achieve neutral.

As described above, according to the present embodiment, when motor generator 14 fails, shift lever 42 shifts from the N or P range for achieving the non-transmission state to the D or R range for achieving the transmission state. to when it is operated, the second clutch CE ₂ is engaged, the first clutch CE ₁ is engaged in a predetermined slip state, to the drive wheels from the engine 12 in accordance with the slip state The transmission torque is gradually increased, and the engine can be started without causing an engine stall or the like, and the shock at the start and the load on the drive system are reduced.

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

For example, in the above-described embodiment, the backward 1
Although the automatic transmission 18 having five gears and five forward gears has been used, as shown in FIG. 10, the automatic transmission 60 including only the main transmission 22 omitting the sub-transmission 20. It is also possible to adopt the above, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

[0102] Further, in the illustrated embodiments, the first clutch CE ₁ was disposed between the ring gear 16r of the first rotary element and the engine 12, separately from the input shaft as the output member 26 and the carrier 16c as the third rotating element.

[0103] Incidentally, although in the foregoing embodiments, although not particularly nothing is described with respect to a shift operation between R⇔D which flew N range, in this case, a special operation with respect to the first clutch CE ₁ does nothing Shall be.

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

[Brief description of the drawings]

FIG. 1 is a skeleton view illustrating a configuration of a hybrid drive device of a hybrid vehicle including a drive control device according to an embodiment of the present invention.

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

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

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

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

FIG. 6 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 7 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 8 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 9 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

FIG. 10 is a skeleton diagram illustrating a configuration of a hybrid drive device different from the embodiment of FIG. 1;

11 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 16: Planetary gear unit (combined distribution mechanism) 16r: Ring gear (first rotating element) 16s: Sun gear (second rotating element) 16c: Carrier (third rotating element) 42: Shift lever (transmission) state switching operation means) 50: hybrid control controller CE _1: first clutch CE _2: second clutch step SA6, SA8, SA10, SA12: motor failure when the clutch control means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yushi Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tsuyoshi Mika 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (1)

[Claims] An engine that operates by burning fuel, a motor generator, a first rotating element connected to the engine, a second rotating element connected to the motor generator, and a third connected to an output member. A combining and distributing mechanism having rotating elements and mechanically combining and distributing forces therebetween; and between the engine and the first rotating element or between the output member and the third rotating element. A first clutch that connects and disconnects the power transmission path of the first and second clutches; and a second clutch that connects the two rotating elements of the composite distribution mechanism to rotate the composite distribution mechanism integrally. In this case, an engine start mode is provided in which the second clutch is released to operate the engine, and the reaction force of the motor generator is gradually increased from zero to start the vehicle. That the drive control apparatus for a hybrid vehicle, a transmission state in which the power transmitted to the drive wheels is carried out, in order to switch the non-transmission state in which power transmission to the drive wheel is not performed,
A transmission state switching operation unit operated by an occupant; and, when the transmission state switching operation unit is switched from the non-transmission state to the transmission state when the motor generator fails, the first clutch and the second clutch. A drive control apparatus for a hybrid vehicle, comprising: a motor failure clutch control means for engaging one of the clutches and engaging the other in a predetermined slip state.